IC-NRLF 


LIGHT 


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GIFT   OF 
MARGAEK'T  ?/ASON  YJRITNEY 


Light 
Locomotives 

Tenth     Edition 


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Our  Compressed-Air  Locomotives  are  described  in  our  new  catalogue 

Compressed-Air  Haulage 

which  will  be  mailed  free  on  request  of  mine  or  industrial  operator  or  others  interested 

Compressed-Air  Locomotives  are  preferable  for  underground  haulage  and  for  surface  use  at  various 
industrial  operations.  They  are  wholly  free  from  danger  of  fire,  no  dirt  or  smoke,  easy  to  handle,  free  from 
breakdown,  compare  favorably  with  any  other  mechanical  haulage  as  to  economy,  last  longer  with  less  repairs 

In  writing  for  Air  Catalogue,  plea*c  add  "  as  advertised  in  Steam  Catalogue" 


o.,  / 

v 

H    K   Porter    Company 

Builders     of 

Light    Locomotives 

Steam   and   Compressed   Air 


HENRY  KIRKE  PORTER  President 
WILLIAM  ENSIGN  LINCOLN  Vice  -  President 
HOBART  BENTLEY  AYERS  General  Manager 
WILLIS  ELIPHALET  MARTIN  Treasurer 
CHARLES  LAWRENCE  McHENRY  Secretary 
DAVID  EDWARD  FERGUSON  Purchasing  Agent 


Office  I  zth  Floor  Union  Bank  Building  Fourth  Ave  and  Wood  St 
Works  on  Pennsylvania  Railroad  B  &  A  V  Div  Forty-ninth  St 

Pittsburgh      Pa 

N.  D.  PHELPS,  j 

405  SHE LOG 

SAN    FRANCISCO,  CAL 


Cable     Address     Porter     Pittsburgh 
Codes     Used 

ABC  Code  Fourth   Edition  ABC  Code  Fifth   Edition  Lieber's  Code 

Western  Union  Code  A   1   Code  Business  Telegraph  Code 

H  K  Porter  Company  Code  (Beginning  page  204  of  this  Catalogue) 


Light  Locomotives 


Our  exclusive  specialty  is  the  manufacture  of  Light  Locomotives — 
Steam  and  Compressed  Air — in  every  variety  of  size  and  design,  and  FOR 

ANY    PRACTICABLE    GAUGE    OF    TRACK,    WIDE    OR    NARROW. 

By  "Light  Locomotives"  we  do  not  mean  lightly  constructed  machines, 
but  locomotives  of  smaller  sizes  than  are  used  on  main  lines  of  road.  Our 
"Light  Locomotives"  as  compared  with  usual  construction  are  built  heavier 
and  stronger.  They  are  specially  adapted  to  severe  requirements  and  diffi- 
cult conditions  for  which  ordinary  railroad  locomotives  are  unsuitable  and 
too  costly. 

The  business  was  begun  in  1866  by  the  firm  of  Smith  &  Porter;  they 
were  succeeded  in  1871  by  Porter,  Bell  &  Company;  in  1878  by  H.  K.  Porter 
&  Company;  and  in  1899  by  the  H.  K.  Porter  Company.  The  annual  capac- 
ity of  the  first  shop,  which  was  destroyed  by  fire  in  1871,  was  15  to  25  loco- 
motives; of  our  earliest  shops  on  the  present  49th  Street  site,  from  1872  to 
1880,  about  75  locomotives;  of  our  enlarged  shops,  1881  to  1893,  about  125 
locomotives;  and  our  present  shops  have  an  annual  capacity  of  400  loco- 
motives. 

Our  first  catalogue,  printed  in  1874,  comprised  59  small  pages  and  de- 
scribed 17  locomotives.  This  Tenth  Edition  describes  559  locomotives  and 
contains  224  pages.  All  of  the  designs  herein  described  and  illustrated  are 
original  with  us  and  are  the  growth  of  our  more  than  forty  years'  experience 
in  this  specialty.  The  interval  between  the  Ninth  Edition  Catalogue  and 
this  Tenth  Edition  marks  a  greater  progress  in  the  efficiency  and  quality  of 
our  locomotives,  as  well  as  the  amount  of  output,  than  any  equal  period  in 
our  history.  Our  present  designs  are  practically  equivalent  in  power  and 
efficiency  to  the  next  size  larger  cylinders  as  described  in  the  previous 
catalogue. 


H      K      PORTER      COMPANY 


Our  Guaranty 


Every  one  of  our  locomotives,  whether  expressly  so  stipulated  in  the  con- 
tract or  not.  is  guaranteed  by  us  to  be  in  accordance  with  the  specifications; 
to  be  of  the  best  workmanship  and  material ;  accurately  constructed  to  our 
duplicate  system;  and  to  develop  the  tractive  force  stated  in  the  catalogue. 

This  guaranty  appears  to  us  to  cover  everything  for  which  a  manufacturer 
can  be  considered  accountable. 

Between  one-half  and  two-thirds  of  our  sales  are  repeated  orders,  and  of 
the  remainder  the  majority  are  for  neighbors  or  acquaintances  of  customers. 


PITTSBURGHPA  7 

Our  Duplicate  and  Stock  System 

By  means  of  original  and  duplicate  classified  drawings  and  records,  and 
of  standard  gauges  and  templets  and  special  tools,  each  locomotive  is  made 
duplicate  and  interchangeable  with  all  others  of  the  same  size  and  class. 

One  extremely  valuable  feature  of  our  duplicate  system  is  original  with 
us,  and  so  far  as  we  know  has  not  been  adopted  by  any  other  locomotive  shop, 
viz. :  We  always  keep  on  hand,  independent  and  ahead  of  locomotives  under 
construction,  a  large  stock  of  duplicate  parts  completed  and  under  way  for 
all  of  our  standard  designs  and  sizes,  enabling  us  to  fill  orders  for  repairs 
promptly  or  immediately.  On  receipt  of  an  order  for  repairs  the  parts  ordered 
are  taken  from  the  proper  rack  or  shelf  and  shipped.  This  saves  from  several 
days  to  several  weeks  time  over  the  ordinary  way  of  starting  to  make  the 
parts  upon  receipt  of  the  order.  It  ties  up  a  considerable  amount  of  our 
money,  but  avoids  tying  up  our  customers'  business  and  saves  them  money. 
Necessarily  our  stock  system  cannot  cover  departures  from  standard  designs 
or  odd  gauge  parts  varying  with  gauge  of  track. 


Completed    Locomotives  on  Hand  in  Stock 

It  has  been  our  practice  for  over  thirty-five  years  to  keep  on  hand  in 
stock  a  number  of  sizes  and  designs  of  completed  locomotives  both  for 
thirty-six  and  fifty-six  and  one-half  inches  gauge  of  track. 

Correspondents  needing  immediate  delivery  of  locomotives  for  con- 
tractor's use,  industrial  service,  mine  and  logging  roads,  shifting,  steel-works, 
etc.,  can  usually  find  something  suitable  on  our  erecting  floor  ready  for  ship- 
ment as  soon  as  the  couplings  can  be  adjusted  to  the  required  height  and  the 
locomotive  lettered. 

While  we  do  not  deal  in  second-hand  locomotives,  we  often  are  able  to 
refer  such  inquiries  to  customers  having  locomotives  for  sale.  Second-hand 
locomotives — unless  the  history  of  the  machine  is  known — may  be  expected 
to  be  of  old-style,  light  machinery,  light  boiler  pressure,  and  of  less  power 
than  modern  designs;  they  are  liable  to  need  more  repairs  than  they  are 
worth.  A  second-hand  locomotive  without  the  builder's  name  plate  is  open 
to  suspicion  as  the  year  of  its  construction  is  given  on  the  missing  plate. 

Many  buyers  do  not  appreciate  the  difference  in  power  and  value  be- 
tween modern  and  old-style  locomotives  of  the  same  size  cylinders  and 


H      K      PORTER      COMPANY 


general  design.     As  an  illustration,  we  note  below  the  weight,  boiler  pressure, 
and  power  of  two  types  of  locomotives  at  different  dates. 

Locomotive  Code  Word  Kirwan,  7x12  Cylinders,  Class  B-S 

Weight.  Boiler  Pressure.  Tractive  Force. 

First     Edition  Catalogue  (1874) .  12,000  Ib.  120  Ib.  2,495  Ib- 

Sixth  (1889) .  15,000     '  140     '  2'9J5     " 

Ninth  (1900) .  16,500     '  140     '  2'9I5     " 

Tenth  (1907) .  17,500     '  160     '  3>33° 

Locomotive  Code  Word  Kizloz,  10x16  Cylinders,  Class  B-S 

Weight.  Boiler  Pressure.  Tractive  Force 

First    Edition  Catalogue  (1874) .  28,000  Ib.  120  Ib.  5>°°5  Ib- 

Sixth  (1889) .  29,000    '  140     '  5>775 

Ninth  (1900) .  32,000     '  140     '  5-775 

Tenth  (1907) .  36,500     '  160     '  7>25° 

The  increase  of  weight  and  power  of  other  sizes  and  designs  has  pro- 
gressed at  a  similar  rate,  and  locomotives  of  our  latest  designs  may  be 
reckoned  about  ten  to  fifteen  per  cent  more  efficient  than  those  built  about 
five  years  ago. 

Overhauling  and  Repairing  Locomotives 

We  have  the  best  facilities  for  making  general  repairs  of  locomotives,  and 
do  such  work  as  promptly  as  contracts  on  hand  will  admit.  If  a  loco- 
motive is  considered  worth  general  overhauling  we  recommend  that  the 
work  be  done  thoroughly,  and  we  will  use  our  best  judgment  to  keep  the 
cost  as  low  as  may  be  consistent  with  a  satisfactory  job.  It  is  not  possible 
to  make  any  accurate  estimate  of  cost  of  overhauling  in  advance  of  doing 
the  work.  Locomotives  for  repairs  should  be  shipped  to  us  to  reach  Pitts- 
burgh by  Pennsylvania  Railroad  or  Pennsylvania  Company  Lines. 

Shipment  of  Locomotives 

Locomotives  for  points  accessible  by  rail  are  shipped  on  flat  cars,  well 
loaded  and  secured,  and  set  up  ready  for  fuel  and  water  excepting  that 
small  parts  liable  to  injury  or  loss  en  route  are  removed  and  boxed,  and 
bright  work  is  protected  from  rust.  This  applies  to  all  locomotives  of  nar- 
row or  unusual  gauges  of  track,  and  to  standard  gauge  locomotives  except- 
ing sizes  large  enough  to  make  shipment  on  own  wheels  preferable.  Unless 
otherwise  agreed,  our  delivery  is  free  on  car  or  track  at  our  shops.  We  are 
prepared  to  secure  lowest  possible  freight  rates. 


PITTSBURGH      PA 


Orders  for  Export 


We  have  exported  locomotives  for  over  thirty-five  years  and  are  ac- 
quainted with  the  preferences  and  requirements  of  foreign  countries.  Our 
locomotives  are  in  use  throughout  the  United  States  and  Territories,  includ- 
ing Alaska  and  our  West  India  Islands,  the  Canal  Zone,  Hawaii,  and  the 
Philippines;  also  in  the  various  divisions  of  Canada,  and  in  Mexico,  Nicaragua, 
San  Salvador,  Honduras,  Guatemala,  Yucatan,  Republic  of  Colombia,  Vene- 
zuela, Guiana,  Brazil,  Uruguay,  Argentine,  Chile,  Peru,  Ecuador,  Cuba, 
Haiti,  San  Domingo,  Spain,  Italy,  Austria,  Finland,  Russia,  Sweden,  South 
Africa,  Zanzibar,  Korea,  Formosa,  and  Borneo,  and  we  were  the  first  American 
builders  to  ship  locomotives  to  Japan.  Since  our  designs  are  the  evolution 
of  home  conditions  of  excessive  grades  and  curves,  light  rails,  rough  track, 
hard  service,  and  poor  care,  our  locomotives  are  better  adapted  for  export  to 
countries  where  similar  conditions  prevail  than  are  English  and  Continental 
machines.  Repeated  orders  from  foreign  customers  have  been  a  feature  of 
our  business  for  many  years. 

For  foreign  shipment  our  locomotives,  after  being  thoroughly  tested  by 
their  own  steam  on  friction  rollers,  are  taken  apart  and  the  various  pieces 
marked  to  show  their  proper  position  and  to  facilitate  setting  them  up  again 
on  arrival  at  destination.  All  bright  work  is  carefully  protected  from  rust 
by  a  coating  of  white  lead  and  tallow,  which  can  be  removed  readily  with 
naphtha  or  turpentine  rubbed  on  with  rags  or  waste.  The  various  parts  are 
carefully  packed,  and  secured  by  cleats,  to  prevent  damage  by  shifting  or 
chafing,  in  strong,  tight  boxes,  well  fastened  and  hooped.  Boilers  are  com- 
pletely protected  by  boards  and  hoops.  Driving  wheels  and  other  items  not 
requiring  complete  boxing  are  wrapped  and  protected  from  injury  at  the 
journals.  All  boxes  and  packages  are  distinctly  and  permanently  marked 
with  the  proper  shipping  marks  and  numbers,  dimensions  and  weights.  An 
experience  of  many  years  enables  us  to  conform  to  the  requirements  of 
different  countries  in  the  manner  of  boxing  and  packing,  and  to  insure  safety 
from  injury  during  ocean  voyages  and  the  frequent  transfers  often  necessary. 
A  detailed  list  of  boxes  and  packages,  with  weights,  dimensions,  and  contents, 
is  furnished.  We  are  also  prepared  to  include  in  proposals  for  export  the 
delivery  of  boxed  locomotives  to  the  vessel's  tackle  in  New  York  harbor,  or 
delivery  at  any  other  port  in  this  country.  For  customers'  convenience  in 
estimating  ocean  freights  we  will  furnish,  when  desired,  a  memorandum, 
based  on  actual  shipments,  of  the  approximate  weights  and  dimensions  of 
boxes  and  packages,  and  the  total  measurement  in  cubic  feet,  for  locomo- 
tives of  the  required  design,  size  of  cylinders,  and  gauge  of  track.  If  a  supply 
of  extra  duplicate  parts  is  needed  we  will  quote  promptly  on  such  parts  as 
may  be  desired,  or  if  preferred  we  will  submit  for  approval,  with  estimate 
of  cost,  a  list  of  such  parts  as  our  experience  would  lead  us  to  suggest. 


10  HKPORTERCOMPANY 

Standard  Specifications 

With  every  proposition  for  a  locomotive  we  are  prepared  to  furnish 
DETAILED  SPECIFICATIONS  with  the  various  dimensions  fully  noted. 

The  STANDARD  SPECIFICATIONS  of  our  LIGHT  LOCOMOTIVES  include 
axles,  crank-pins,  guides,  rods,  and  other  forgings  of  open-hearth  steel; 
oil-tempered  half-elliptic  steel  springs ;  links  of  skeleton  style  to  facili- 
tate taking  up  wear,  links  and  blocks  of  case-hardened  forged  mild  steel 
with  extra  large  bearings;  valve  gear  and  other  working  joints  with  re- 
movable case-hardened  steel  pins  and  bushings;  locomotive  frames  of 
best  quality  hammered  iron  with  pedestals  and  braces  forged  in  solid, 
or  of  steel  castings  if  so  desired;  bumper  and  drawbar  connections  at 
front  and  rear  extra  solid  and  strong;  cylinders  of  special  close  metal, 
as  hard  as  can  be  worked,  with  raised  valve  face;  driving-wheel  centers 
of  special  hard,  close,  cast  iron  (or  of  steel),  with  open-hearth  steel  tire; 
tender  and  truck  wheels  (if  any)  of  iron  with  chilled  flange  and  tread 
(unless  otherwise  specified) ;  crossheads  of  steel  castings  with  babbitted 
or  brass  gibs;  all  journals  and  wearing  surfaces  of  ample  size;  wearing 
brasses  of  ingot  copper  and  tin  or  of  approved  alloy  of  new  metals;  all 
movable  nuts  case-hardened;  all  bolts  to  U.  S.  standard  thread;  all 
cocks  to  standard  gas-taps. 

Boiler  of  homogeneous  open-hearth  steel  plates,  tested  for  chemical 
analysis  and  physical  properties, "best  flange"  and  "best  firebox"  grades; 
flanging  done  by  hydraulic  flanging  press;  firebox  with  crown-bars 
stayed  to  dome,  or  with  radial  stay-bolts;  stay-bolt  holes  tapped  by  pneu- 
matic tools;  lap-welded  iron  or  seamless  steel  flues  set  with  copper  fer- 
rules at  the  firebox  ends;  all  caulking  done  with  pneumatic  blunt  tool  on 
beveled  edges;  all  rivets  driven  by  hydraulic  power  where  possible; 
tested  by  hydraulic  pressure  before  lagging,  to  a  pressure  of  33  %  over 
the  working  pressure  of  160  to  180  pounds,  according  to  the  class  of 
locomotive.  Boiler  throughout  constructed  to  conform  to  Boiler  In- 
surance Companies'  requirements.  Tank  of  homogeneous  open-hearth 
"flange"  steel  plates.  Water  supplied  by  two  injectors  of  approved 
make  and  of  ample  capacity;  or,  if  preferred,  one  injector  and  one  full- 
stroke  pump  operated  from  the  right-hand  crosshead. 


PITTSBURGHPA  11 

Our  locomotives  are  furnished  with  sand-box;  bell  (except  mine 
and  other  special  designs);  safety  valves;  steam  gauge;  cab-lamp; 
double  or  triple  sight-feed  lubricators;  cylinder  cocks;  blow-off,  gauge, 
blower,  heater,  and  other  cocks;  tool-box  and  cushion;  tools,  including 
two  screw-jacks,  tallow  and  oil  cans,  monkey-wrench;  flat  wrenches  to 
fit  all  bolts  and  nuts;  steel  and  copper  hammers;  chisels,  pinch-bar, 
poker,  scraper,  and  torch. 

Special  attention  is  given  to  secure  for  all  of  our  locomotives 
thorough  fitness  in  all  details  for  the  service  required;  durability  for 
hard  service,  and  ease  of  repairs,  also  compactness  and  accessibility  of 
machinery;  and  convenient  and  perfect  control  of  all  working  levers, 
gauges,  handles,  and  cocks  by  the  engineer. 

Before  shipment  each  locomotive  is  placed  upon  friction  rollers, 
fired  up  and  worked  by  its  own  steam  to  test  the  adjustment  of  the  valve 
gear,  alignment  of  bearings,  and  satisfactory  working  in  all  respects. 

Every  locomotive  is  built  to  our  duplicate  system,  by  which  like 
parts  of  all  engines  of  the  same  class  are  interchangeable,  and  these 
duplicate  parts  are  always  kept  on  hand. 

The  following  items  may  be  furnished  as  extras,  but  are  not  in- 
cluded in  our  standard  specifications:  head-lights;  driver  brakes,  opera- 
ted by  hand,  steam,  or  air;  steam  syphon,  with  hose  for  filling  tanks 
from  streams  below  track  level;  snow-plow;  copper  firebox,  brass  or 
copper  flues;  steel-tired  truck  or  tender  wheels;  steel  wheel  centers; 
steel  cab,  and  other  special  features. 

The  various  locomotives  illustrated  and  described  in  this  catalogue 
may  be  constructed  with  smoke-stacks,  fireboxes,  and  grates  and  bunkers 
or  fuel  space  arranged  for  the  kind  of  fuel  desired. 

For  coal  fuel  we  recommend  the  taper  stack  with 
extension  boiler  front,  as  shown  by  annexed  outline 
sketch  (No.  i).  The  exhaust  steam  is  wholly  unob- 
structed; the  sparks  are  arrested  by  a  steel  wire  net- 
ting and  steel  plate  in  the  smoke-box  until  they  are 
churned  fine  enough  to  pass  through  the  netting,  or 
if  the  quality  of  the  coal  or  the  conditions  of  service 
No  1  allow  sparks  to  accumulate  they  are  withdrawn 


12 


H      K      PORTER      COMPANY 


through  a  hopper. 


If  preferred,  we  furnish   instead  of   the   taper  stack  a 
straight  stack  with  cast  top  finish  (Xo.  2). 


No.   2 


The  old-style  diamond  stack  with  cast  cone  and 
wire  netting,  and  petticoat  pipe,  is  generally  used  with 
short  boiler  front  (Xo.  3). 


No.  3 


For  wood  fuel,  and  especially  for   pitch    pine, 
we    recommend,    as    the    safest    smoke-stack,    our 
balloon-shaped    stack    with    spiral    cone    (Xo.    4). 
This  stack  is  very  efficient  and  interferes  very  little 
with  the  draft,  as  there  is  no  wire  netting  for  the 
exhaust  steam  to   pass  through.      The  spiral  cone 
imparts  a  rotary  motion  to  the  sparks  by  which  they  are  ground  fine  be- 
fore escaping  or  are  deposited  in  the  space  between  the  inner  barrel 
and    the    outer    part    of  the   stack,  from  whence  they  may  be  removed 
through  hand-holes. 

If  preferred,  we  furnish  for  wood  fuel  the  "sun- 
flower11 style  of  stack  with  cast  cone,  and  projection 
of  inside  barrel  arranged  to  break  up  the  sparks, 
and  with  a  fine  steel  wire  netting  over  the  top  to 
prevent  the  escape  of  anything  but  very  small 
cinders  (Xo.  5).  This  stack  is  efficient  for  hard- 
wood fuel,  but  not  well  adapted  for  pitchy  woods. 

We  are  prepared  to  construct  locomotives  with  apparatus  for 
burning  crude  oil. 


No.  5 


PITTSBURGH      PA  13 


Physical  Tests  of  Materials 

All  materials  used  shall  be  of  the  best  quality  of  their  respective  kinds, 
carefully  inspected  and  tested,  conforming  to  the  requirements  adopted  by 
the  American  Society  for  Testing  Materials.  If,  after  acceptance  any 
material  shows  mechanical  defects  in  working,  it  will  be  rejected. 


Boiler  Shell  and  Firebox  Steel 

All  plates  must  be  rolled  from  open-hearth  steel  and  be  true  to 
gauge  and  free  from  laminations,  seams,  and  other  defects. 

All  shell  plates  shall  have  a  tensile  strength  of  not  less  than  55,000 
or  more  than  65,000  pounds  per  square  inch;  elongation  not  less  than 
25  per  cent  in  8  inches;  sulphur  not  to  exceed  0.05,  phosphorus  not  to 
exceed  0.04  per  cent. 

All  firebox  plates  shall  have  a  tensile  strength  of  not  less  than 
52,000  or  more  than  62,000  pounds  per  square  inch;  elongation  not 
less  than  26  per  cent  in  8  inches;  sulphur  not  to  exceed  0.04,  phos- 
phorus not  to  exceed  0.04  per  cent. 


Tank  Steel 

The  plates  to  be  rolled  from  soft,  homogeneous  steel  billets,  and 
must  be  of  good  surface  finish,  free  from  defects  and  hard  scale.  The 
steel  to  be  of  such  quality  that  test  pieces  cut  lengthwise  from  any 
plate  selected  shall  show  no  sign  of  fracture  when  bent  double  cold 
over  a  mandrel  of  diameter  one  and  one-half  times  the  thickness  of 
plate  so  tested. 


Firebox  Copper 

Copper  plates  for  fireboxes  must  be  rolled  from  best  quality  Lake 
Superior  ingots;  they  must  have  a  tensile  strength  of  not  less  than 
30,000  pounds  per  square  inch,  and  an  elongation  of  at  least  30  per 
cent  in  8  inches.  Test  strips  must  be  furnished  with  each  firebox  for 
testing. 


Copper  Stay-Bolts 

Copper  for  stay-bolts  to  contain  riot  less  than  99.5  per  cent  of  pure 
copper,  and  to  be  free  from  defects.  Tensile  strength  must  not  be  less 
than  30,000  pounds  per  square  inch,  with  an  elongation  of  not  less  than 
30  per  cent  in  8  inches. 


14  HKPORTERCOMPANY 

Stay-Bolt  Iron 

Iron  for  stay-bolts  must  be  double  refined,  with  an  ultimate  tensile 
strength  of  not  less  than  46,000  pounds  per  square  inch,  and  an  elonga- 
tion of  not  less  than  28  per  cent  in  section  8  inches  long.  Iron  must 
show  a  good  fibrous  fracture  and  be  free  from  crystallization.  Pieces 
24  inches  long  must  stand  bending  double  both  ways  without  showing 
fracture  or  flaws.  Iron  must  be  free  from  seams,  true  to  gauge,  and 
take  a  good,  clean,  sharp  thread  with  dies  in  good  working  order. 

Boiler  Tubes,  Seamless  Steel  or  Charcoal  Iron 

A  careful  examination  will  be  made  of  each  tube,  and  those  show- 
ing pit-holes  or  other  defects  will  be  rejected.  Each  tube  must  be 
tested  by  the  manufacturer  to  an  internal  hydraulic  pressure  of  not 
less  than  500  pounds  per  square  inch.  Tubes  must  be  straight  and 
true  to  size,  and  must  expand  and  bend  over  tube-sheet  without  flaw, 
crack,  or  opening. 

All  tubes  must  stand  the  following  test :  A  section  i  ^  rhches 
long,  taken  at  random,  to  stand  hammering  down  vertically  until  solid 
without  cracking  or  splitting. 

Charcoal-iron  tubes  to  be  lap-welded,  seamless-steel  tubes  to  be 
open-hearth. 


Bar  I 


ron 


Must  be  thoroughly  welded,  free  from  seams,  blisters,  and  cinder 
spots,  with  a  fibrous  fracture  free  from  crystallization.  Iron  will  not 
be  accepted  if  tensile  strength  falls  below  46,000  pounds,  nor  if  elonga- 
tion is  less  than  20  per  cent  in  8  inches,  nor  if  it  shows  a  granular 
fracture.  Iron  i  inch  thick  or  less  to  bend  double  over  a  bar  equal 
to  its  thickness;  sizes  above  i  inch  to  bend  to  120  degrees  without  flaw. 

Steel  for  Forgings 

All  blooms  to  be  of  open-hearth  steel,  not  exceeding  0.05  per  cent 
in  phosphorus.  A  test  piece  cut  from  forging  4  inches  diameter  ham- 
mered from  the  bloom  must  conform  to  the  following  test:  For  axles, 
main  and  parallel  rods,  tensile  strength  of  not  less  than  75,000  pounds 
per  square  inch,  and  elongation  of  18  per  cent  in  section  originally  2 
inches  long.  For  crank-pins,  piston-rods,  etc.,  tensile  strength  of 
80,000  pounds  per  square  inch,  with  elongation  of  not  less  than  18  per 
cent  in  section  originally  2  inches  long.  Limits  of  tensile  strength, 
5, ooo* pounds  below  or  above  the  amounts  given. 

Steel  Castings 

All  steel  castings  must  have  uniform  surface,  free  from  blowT-holes, 
slag,  and  shrinkage  cracks.  Test  pieces  cut  from  casting  should  show 
a  tensile  strength  of  not  less  than  60,000  pounds,  and  elongation  of  22 


PITTSBURGHPA  15 


per  cent  in  2  inches.     Castings  badly  warped  or  distorted,  which   will 
not  true  up  properly  to  drawing,  will  be  rejected. 

Steel  Shapes,  Angles,  Channels,  Tees,  etc. 

Must  be  of  open-hearth  steel,  free  from  injurious  seams,  etc.,  and 
variation  from  estimated  weight  not  to  exceed  5  per  cent.  Tensile 
strength  not  less  than  52,000  nor  more  than  62,000  pounds,  and 
elongation  of  not  less  than  2  5  per  cent  in  8  inches.  Specimens  must 
stand  bending  through  180  degrees  and  an  inner  diameter  equal  to  its 
own  thickness,  without  crack  or  flaw. 

Spring  Steel 

All   spring  steel  must    be    free    from    any  physical  defects.     The 


metal  desired  has  the  following  composition: 

Carbon i.oo  per  cent      Silicon,    not  over  0.15  per   cent 

Manganese 0.25    '  Sulphur,    "  0.03    "        " 

Phosphorus,  not  over. 0.03    "        "         Copper,      "       "     0.03    "        " 

Steel  will  not  be  accepted  which  shows  on  analysis  less  than  0.90 
or  over  i.io  per  cent  of  carbon,  or  over  0.50  per  cent  of  manganese, 
0.05  per  cent  of  phosphorus,  0.25  per  cent  of  silicon,  0.05  of  sulphur, 
and  0.05  of  copper. 


16  HKPORTERCOMPANY 


Classification  of  Locomotives 

For  sake  of  convenience  in  classifying  our  numerous  designs  of  loco- 
motives we  have  adopted  a  very  simple  system. 

The  size  of  the  locomotive  is  designated  by  the  diameter  and  stroke  of 
its  cylinder  in  inches;  thus,  9  x  14  means  a  locomotive  with  cylinders  nine 
inches  diameter  by  fourteen  inches  stroke. 

The  number  of  driving  wheels  is  expressed  by: 
A  for  two  driving  wheels. 
B  for  four  driving  wheels. 
C  for  six  driving  wheels. 
D  for  eight  driving  wheels. 

The  number  and  position  of  locomotive  truck  wheels  is  expressed  by  a 
figure  2  for  two-wheel,  or  4  for  four-wheel  truck;  for  a  rear  truck,  this  figure 
is  placed  to  the  left,  and  for  a  front  truck  placed  to  the  right,  of  the  letter 
denoting  the  number  of  driving  wheels,  and  separated  by  a  hyphen.  (The 
locomotive  is  supposed  to  be  headed  toward  the  observer's  right  hand.) 
Thus,  2-B  denotes  a  locomotive  with  a  two-wheel  rear  truck  and  four  driving 
wheels;  4-C-2  a  locomotive  with  a  four-wheel  rear  truck,  six  driving  wheels, 
and  a  two-wheel  front  truck. 

The  arrangement  of  water-tank  is  denoted  by: 

T  for  tender-tank  with  eight  wheels. 

T4  for  tender-tank  with  four  wheels. 

T6  for  tender-tank  with  six  wheels. 

S  for  saddle-tank. 

SS  for  two  side  tanks  alongside  of  boiler. 

R  for  rear  tank. 

RR  for  two  tanks,  one  each  side  at  rear. 

K  denotes  a  locomotive  with  sheet-steel  open  canopy  for  cab. 
M  denotes  a  motor-style  cab  enclosing  the  machinery. 
I  denotes  a  locomotive  with  a  steel  cab. 
0  denotes  a  locomotive  without  cab. 

P  denotes  pneumatic  or   compressed-air  locomotive,  with  one   air-tank, 
and  PP  one  with  two  air-tanks. 

Letters  and  figures  relating  to  tank,  cab,  etc..  should  follow  the  letter 
and  figures  for  driving  wheels  and  truck  wheels.  Thus,  12  x  i8-2-B-4-SS-K- 
T  4  denotes  a  locomotive  with  cylinders  twelve  inches  diameter  by  eight- 
een inches  stroke,  four  driving  wheels,  two-wheel  rear  truck,  four-wheel 
front  truck,  side  tanks,  open  steel  canopy  cab,  and  four-wheel  tender — 
thirteen  figures  and  letters  expressing  the  meaning  of  twenty-eight  words. 


PITTSBURGH      PA  17 

Memorandum  of  Conditions  and   Requirements  of  Service  to 
be  Furnished  by  Intending  Purchasers 

To  facilitate  the  selection  in  all  cases  of  the  sizes  and  designs  of  loco- 
motives which  will  be  most  thoroughly  satisfactory  to  our  customers,  we 
request  from  intending  purchasers  as  clear  a  statement  as  may  be  practicable 
of  the  work  the  locomotive  will  be  expected  to  do.  This  statement  should 
include  items  as  follows: 

1.  The  gauge  of  track  (i.  e.,  space  in  the  clear  between  rails). 

2.  Length  of  road. 

3.  Description  of  fuel. 

4.  Weight  of  rail  per  yard. 

5.  Steepest  up-grade  for  loaded  cars,  and  the  length  of  this  grade,  and 

whether  trains  must  be  started  on  the  grade.  If  grades  are 
numerous  and  steep  a  memorandum  of  principal  grades  is  desired. 

6.  If  cars  on  return  trips  are  empty,  the  steepest  up-grade  for  return 

trips  with  empty  cars.      Length  of  this  grade. 

7.  Radius  of  sharpest  curve.       Length  of  track  occupied  by  this  curve, 

and  grade,  if  any,  on  which  this  curve  occurs. 

8.  Kind  of  traffic,  and,  if  freight,  the  kind  of  freight. 

9.  Total  amount  to  be  hauled  daily  in  one  direction  (stating  number  of 

hours  reckoned  as  one  day). 

10.  Greatest  number  of  cars  to  be  hauled  at  one  trip.      (This  should 

not  be  exaggerated,  as  we  make  a  reasonable  allowance  for  sur- 
plus power,  and  if  double  allowance  is  made  there  is  liability  of 
selecting  too  heavy  and  too  expensive  a  locomotive.) 

11.  The  weight  of  empty  car.      (Also,  if  practicable,  a  brief  description 

of  car,  stating  number  and  diameter  of  wheels  and  arrangement 
for  oiling.) 

12.  Weight  of  load  carried  on  each  car. 

13.  Limitations,  if  any,  of  height  or  width. 

14.  Any  preference  as  to  design  or  details. 

We  fully  appreciate  that  where  the  road  has  not  been  completed  or  fully 
surveyed  it  may  be  impossible  to  give  complete  information.  In  such 
cases  we  would  request  as  close  estimates  of  the  length  of  road,  grades,  curves, 
daily  amount  of  traffic,  etc.,  as  practicable,  leaving  the  weight  of  rail,  and 
number  of  cars  to  be  hauled  per  trip,  to  be  determined. 

It  is  very  desirable  that  the  information  should  be  given  as  fully  as 
possible.  Even  in  cases  where  intending  purchasers  have  strong  preferences 
as  to  size  or  design  of  locomotives  required,  an  outline  of  the  requirements 
and  conditions  of  service  may  enable  us  to  submit  suggestions  of  value.  We 
desire,  also,  in  justice  both  to  ourselves  and  to  our  customers,  that  in  making 
propositions  for  locomotives  we  may,  in  every  instance,  feel  assured  that  the 
locomotive  will  be,  beyond  doubt,  well  adapted  to  the  service,  economical 
and  satisfactory  in  all  respects,  and  thus  lead  to  future  orders  from  the  pur- 
chaser and  from  his  neighbors.  If  correspondents  will  kindly  go  to  the 
trouble  of  furnishing  us  the  desired  information  it  will  enable  us  to  submit 
propositions,  with  specifications  and  photographs,  for  such  sizes  or  designs 
as  we  would  feel  safe  in  recommending  and  guaranteeing. 


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Weight  on  two  -wheel  truck,  pounds  
Weight  of  tender  in  working  order,  pounds. 
Water  capacity  of  tender-tank,  gallons  

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1  wood,  cords  
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to  40  pounds  per  ton,  refer  to  Tables 
Por  quick  selection  of  suitable  weight  locom 
III  and  IV,  on  pages  162  to  169.  The 
motives  of  different  weights. 

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Weight  of  tender  in  working  order,  pounds  . 
WTater  capacity  of  tender-tank,  gallons  

Fuel  capacity  of  tender  \  coal  pounds.  .  .  . 
(  wood,  cords  
Weight  per  yard  of  lightest  rail  advised,  poi 
Radius  of  sharpest  curve  advised,  feet  
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on  page  140. 
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to  40  pounds  per  ton,  refer  to  Tables  ' 
For  quick  selection  of  suitable  weight  locomc 
III  and  IV,  on  pages  162  to  169.  Thes 
motives  of  different  weights. 

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Correspondents  are 

CODE  WORD  

n  i-  -,  ^  diameter,  inches... 
Cylinders]  strok6i  inches  

Diameter  of  driving  wheels,  inches.  .  .  . 
Wheel-base  of  engine  feet  and  inches.  .  . 
Wheel-base  of  engine  and  tender,  feet  ai 
Length  over  all  of  engine  and  tender,  feet 
Extreme  height  (head-room  not  limited) 
Weight  of  engine,  exclusive  of  tender, 
order,  pounds  
Weight  of  tender  in  working  order,  pou 
Water  capacity  of  tender-tank,  gallons. 

Fuel  capacity  of  tender  j  %&%%£•  ' 

Weight  per  yard  of  lightest  rail  advised 
Radius  of  sharpest  curve  advised,  feet.  . 
Radius  of  sharpest  curve  practicable,  fee 

If) 

a  : 

o 

£   .' 

D       .' 

0)      .. 
\-t    QJ 

II 

?  2 

Hauling  Capacity,  in  tons  of  2,000  poui 
sive  of  locomotive  and  tender),  6^ 
ton  resistance  of  rolling  friction: 
On  absolute  level  
'  Y^  per  cent  grade  =  26^  feet  per  r 
1  =  52A 
2  =  i°5r6o 
'  3  =  i  58  A 

The  Rule  for  Calculation  of  Hauling  Cap 
on  page  140. 
For  quick  approximate  calculation  of  Ha 
to  40  pounds  per  ton,  refer  to  Ta 
For  quick  selection  of  suitable  weight  lo 
III  and  IV,  on  pages  162  to  169. 
motives  of  different  weights. 

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CODE  WORD  

^  ...  j  (  diameter,  inches  
Cylinders  j  stroke,  inches  

Diameter  of  driving  wheels,  inches  
Wheel-base  of  engine,  feet  and  inches  
Wheel-base  of  engine  and  tender,  feet  and  in 
Length  over  all  of  engine  and  tender,  feet  an 
Extreme  height  (head-room  not  limited),  fee 
Weight  of  engine,  exclusive  of  tender,  in  wor] 
Weight  of  tender,  in  working  order,  pounds. 
Water  capacity  of  tender-tank,  gallons  
,.  ,  ,  \  coal,  pounds  
Kiel  capacity  of  tender  ]  wood;Fcords  

Weight  per  yard  of  lightest  rail  advised,  pon 
Radius  of  sharpest  curve  advised,  feet  
Radius  of  sharpest  curve  practicable,  feet.  .  . 

Boiler  pressure  per  square  inch,  pounds.  .  .  . 
Tractive  force,  pounds  

fi  ijy,;;; 

M-I  "^          .    IN   m  o    m 
CC          '•    H     H     H     H 

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W         Q:   :   :   : 

The  Rule  for  Calculation  of  Hauling  Capacit 
on  page  140. 
For  quick  approximate  calculation  of  Haulin 
to  40  pounds  per  ton,  refer  to  Tables 
For  quick  selection  of  suitable  weight  locom 
III  and  IV,  on  pages  162  to  169.  The 
motives  of  different  weights. 

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Radius  of  sharpest  curve  practicable. 

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Tractive  force,  pounds  

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"  ;Hz  Per  cent  grade  =  26,4ff  feet  pe 

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The  Rule  for  Calculation  of  Hauling  C 
on  page  140. 
For  quick  approximate  calculation  of 
to  40  pounds  per  ton,  refer  to 
For  quick  selection  of  suitable  weight 
III  and  IV,  on  pages  162  to  169 
motives  of  different  weights. 

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Correspondents  are  R 

CODE  WORD  

,^  r  -,  ^  diameter,  inches..  .  . 
Cylinders)  stroke>  inches  

Diameter  of  driving  wheels,  inches  
Wheel-base,  feet  and  inches  
Length  over  bumpers,  feet  and  inches  .  .  .  . 
Extreme  height  (head-room  not  limited),  f 
Weight  in  working  order,  all  on  driving  whe 
Water  capacity  of  saddle-tank,  gallons.... 

Fuel  capacity  )-^P-btSfeet  

Weight  per  yard  of  lightest  rail  advised,  p 
Radius  of  sharpest  curve  advised,  feet  
Radius  of  sharpest  curve  practicable,  feet.  . 

Boiler  pressure  per  square  inch,  pounds  
Tractive  force,  pounds  

!/3    <U       .    G 

G  G  :  &,  -  - 

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c  a  :  II  II  II  II 

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t^i!= 

w    c:  :  :  : 

The  Rule  for  Calculation  of  Hauling  Capaci 
on  page  140. 
For  quick  approximate  calculation  of  Hauli 
to  40  pounds  per  ton,  refer  to  Table; 
For  quick  selection  of  suitable  weight  locon 
III  and  IV,  on  pages  162  to  169.  Th 
motives  of  different  weights. 

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III  and  IV,  on  pages  162 
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Wheel-base,  feet  and  inches  
Length  over  bumpers,  feet  and  inches  
Height  (head-room  not  limited),  feet  and  inches  . 
Weight  in  working  order,  all  on  driving  wheels, 
Water  capacity  of  saddle-tank,  gallons  
Coal-bunker  capacity,  pounds  
Weight  per  yard  of  lightest  rail  advised,  pounds 
Radius  of  sharpest  curve  advised,  feet  
Radius  of  sharpest  curve  practicable,  feet  

Boiler  pressure  per  square  inch,  pounds  
Tractive  force,  pounds  

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For  quick  approximate  calculation  of  Hauling  Ca] 
to  40  pounds  per  ton,  refer  to  Tables  of  P( 
For  quick  selection  of  suitable  weight  locomotive 
III  and  IV,  on  pages  162  to  169.  These  tal 
motives  of  different  weights. 

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CODE  WORD  

r*  i-  j  ^  diameter,  inches..  . 
Cylinders  }  strokC)  inches  

Diameter  of  driving  wheels,  inches  
Wheel-base,  feet  and  inches  
Length  over  bumpers,  feet  and  inches.  .  . 
Extreme  height  (head-room  not  limited),  ft 
Weight  in  working  order  on  driving  wheels 
Water  capacity  of  saddle-tank,  gallons.  .  . 

Fuel  capacity  )^P°«btSfeet  ; 

Weight  per  yard  of  lightest  rail  advised,  p 
Radius  of  sharpest  curve  advised,  feet  
Radius  of  sharpest  curve  practicable,  feet.  . 

Boiler  pressure  per  square  inch,  pounds.  .  . 
Tractive  force,  pounds  

Hauling  Capacity,  in  tons  of  2,000  pounds 
sive  of  locomotive),  6^2  pounds  per  tc 
ance  of  rolling  friction: 
On  absolute  level  
'  %  per  cent  grade  =  26,40  feet  per  mi 
'  i  =  52,8o 
2  =  I05ifio 
'  3  =  i58,4o 

The  Rule  for  Calculation  of  Hauling  Capac 
on  page  140. 
For  quick  approximate  calculation  of  Haul 
to  40  pounds  per  ton,  refer  to  Table 
For  quick  selection  of  suitable  weight  locoi 
III  and  IV,  on  pages  162  to  169.  Tt 
motives  of  different  weights. 

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feet  and  inches.  
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Boiler  pressure  per  square  inch, 
Tractive  force,  pounds  

Hauling  Capacity,  in  tons  of  2,000 
of  locomotive),  6^  pounds 
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on  page  140. 
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to  40  pounds  per  ton,  refer  to 
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III  and  IV,  on  pages  162  to  169 
motives  of  different  weights. 

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Length  over  bumpers,  feet  and  inch 
Height,  (head-room  not  limited),  ft. 
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Fuel  capacity!  coa1'  P°™ds.  
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Radius  of  sharpest  curve  advised,  fee 
Radius  of  sharpest  curve  practicable, 

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Tractive  force,  pounds  

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The  Rule  for  Calculation  of  Hauling 
on  page  140. 
For  quick  approximate  calculation  of 
to  40  pounds  per  ton,  refer  to 
For  quick  selection  of  suitable  weigh 
III  and  IV,  on  pages  162  to  16 
motives  of  different  weights. 

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r>r»r»ir  \x7oonk  *  with  cab  like  Illustration  No.  56.  .  . 
CODK  WORD  -,  with  opsn  canopy  Hke  niustration  No. 

Cylinders  |  diameter,  inches  
(  stroke,  inches  
Diameter  of  driving  wheels,  inches  
Wheel-base,  feet  and  inches  
Length  over  bumpers,  feet  and  inches  
Extreme  height  (head-room  not  limited),  ft. 
Weight  in  working  order,  all  on  driving  wheel 
Water  capacity  of  side  tanks,  gallons  
Fuel  capacity  \  coal  pounds  
-  (  wood,  cubic  feet  
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Radius  of  sharpest  curve  advised,  feet  
Radius  of  sharpest  curve  practicable,  feet  .  . 

Boiler  pressure  per  square  inch,  pounds  .  .  . 
Tractive  force,  pounds  .  . 

Hauling  Capacity,  in  tons  of  2,000  pounds  (e: 
locomotive),  bl/2  pounds  per  ton  resistance 
friction  : 

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The  Rule  for  Calculation  of  Hauling  Capacit 
on  page  140. 

For  quick  approximate  calculation  of  Haulin 
to  40  pounds  per  ton,  refer  to  Tables 
For  quickjselection  of  suitable  weight  locom< 
III  and  IV,  on  pages  162  to  169.  The 

motives  of  different  weights. 

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CODE  WORD  

(  Vlinders  *  diameter,  inches  
Cylinders,  strokG)  inches_  . 

Diameter  of  driving  wheels,  inches  
Diameter  of  truck  wheels,  inches  
Rigid  wheel-base,  feet  and  inches  
Total  wheel-base,  feet  and  inches.  . 

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Weight  per  yard  of  lightest  rail  advised 
Radius  of  sharpest  curve  advised,  feet.  . 

Radius  of  sharpest  curve  practicable,  fee 

Boiler  pressure  per  square  inch,  pounds 
Tractive  force,  pounds..  

Hauling  Capacity,  in  tons  of  2,000  pound 
motive),  6%  pounds  per  tonresistanc 
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on  page  140. 
For  quick  approximate  calculation  of  Ha 
to  40  pounds  per  ton,  refer  to  Ta 
For  quick  selection  of  suitable  weight  lo 
III  and  IV,  on  pages  162  to  169. 
motives  of  different  weights. 

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WORD/  tionNo.  29,  page  114  

,,  ,.  j  (  diameter,  inches.... 
Cylinders]  stroke)  inches.  .  _  

Diameter  of  driving  wheels,  inches  . 
Diameter  of  truck  wheels,  inches.  .  . 
Rigid  wheel-base,  feet  and  inches.  .  . 
Total  wheel-base,  feet  and  inches.  .  . 
Length  over  bumpers,  feet  and  inche 
Height  (room  not  limited)  ft.  and  in 
Weight  in  working  order,  pounds.  .  . 
Weight  on  driving  wheels,  pounds.  . 
Weight  on  two  two-wheel  trucks,  po 
Water  capacity  of  side  tanks,  gallon 
^  T  .,  i  coal,  pounds.  . 
Fuel  capacity  j  woodf  cubic  feet.  '  . 

\Veight  per  yard  of  lightest  rail  advise 
Radius  of  sharpest  curve  advised,  fe( 
Radius  of  sharpest  curve  practicable 

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Hauling  Capacity,  in  tons  of  2,000  pc 
(exclusive  of  locomotive),  6%  pc 
per  ton  resistance  of  rolling  frict 
On  absolute  level  
'  y^  per  cent  grade  =  26^  ft.  per 
'  i  -  52  A  ' 
'  2  =  105^  ' 
'  3  =  i58,4o  ' 

The  Rule  for  Calculation  of  Hau 
on  page  140. 
For  quick  approximate  calculatio 
to  40  pounds  per  ton,  refe 
For  quick  selection  of  suitable  w 
III  and  IV,  on  pages  162  t< 
motives  of  different  weighl 

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140  HKPORTERCOMPANY 


Tractive  Force 

The  tractive  force  stated  for  each  locomotive  in  this  catalogue  is  calcu- 
lated by  the  following  formula: 

T  =  Da  X   L    X  .85  p 

d 

T  represents  the  Tractive  force. 

D  "     Diameter  of  the  cylinders  in  inches. 

L  ;     Length  of  the  stroke  of  the  cylinders  in  inches. 

.85  p  85  Per  cent  of  the  boiler  pressure  in  pounds  per  square  inch, 

which  is  assumed  [on   the  basis  of   tests  made]  to  be 
the  effective  pressure   of  the   steam   in  the   cylinders 
with  the  locomotive  working  at  full  stroke  and  slow 
speed. 
d  the  Diameter  of  the  driving  wheels  in  inches. 

The  above  formula  may  be  stated  more  fully  as  follows  :  The  tractive 
force  of  a  locomotive  is  computed  by  multiplying  the  square  of  the  diam- 
eter of  the  cylinders  in  inches  by  the  stroke  in  inches;  multiplying  again  by 
85  per  cent  of  the  boiler  pressure  in  pounds  per  square  inch  ;  and  then 
dividing  by  the  diameter  of  the  driving  wheels  in  inches. 

Example.  The  tractive  force  of  a  locomotive  with  cylinders  5  inches 
diameter  by  10  inches  stroke,  150  Ib.  boiler  pressure,  and  driving  wheels  20 
inches  diameter; 


20 

Memorandum;  The  above  formula  is  arrived  at  as  follows:  The 
tractive  force  of  a  locomotive  is  due  to  the  pressure  of  steam  on  the  pistons 
as  delivered  through  one  revolution  of  the  driving  wheels.  The  tractive 
force  increases  in  direct  proportion  to  area  of  pistons,  length  of  stroke,  and 
steam  pressure  in  the  cylinders;  it  decreases  in  direct  proportion  to  diameter 
of  driving  wheels. 

To  calculate  the  tractive  force: 

Ascertain  the  area  in  square  inches  of  the  two  pistons.     [The  area 

of   each   piston   is   the   square   of   one-half   its   diameter   multiplied  by 

3.1416+.] 

Multiply  by  the  mean  effective  cylinders  steam  pressure  in  pounds 

per  square  inch  [generally  assumed  as  85  per  cent  of  the  boiler  pressure]. 


PITTSBURGH      PA  141 

Multiply  by  the  motion  in  inches  of  the  two  pistons  during  one  revolu- 
tion of  the  driving  wheels — /.  e.,  two  times  the  stroke. 

Divide  by  the  circumference  of  the  driving  wheel  in  inches  [the  circum- 
ference is  equivalent  to  the  diameter  multiplied  by  3.1416  +  ]. 

The  above  is  expressed  by  formula  as  follows: 

D         D 

2    x  -  -   x  3.1416+  x   .85  p   x  2    x  L 

T=  2          2 

d    x  3  . 1416+ 

which  by  cancellation  gives  the  formula  T  =  D"         -85  p    X   L 

d 

The  Tractive  Force  and  the  "Draw-bar  Pull"  of  a  locomotive  are  usually 
taken  to  mean  the  same  thing,  but  the  tractive  force  includes  the  power 
needed  to  run  the  locomotive  [and  tender,  if  any]  as  well  as  pull  the  train. 
The  "draw -bar  pull"  is  properly  applied  only  to  the  power  available  for 
pulling  the  train  attached  to  the  locomotive. 


142  HKPORTERCOMPANY 


Tables  of  Tractive   Force 

The  tractive  force  of  each  locomotive  described  and  illustrated  in  this 
catalogue  is  given  in  the  descriptive  text,  pages  19  to  139.  In  each  case  the 
tractive  force  may  be  increased  or  diminished,  as  desired,  to  a  considerable 
extent  by  modifying  the  boiler  pressure  and  the  size  of  the  driving  wheels. 
The  following  tables  state  the  tractive  force  for  each  size  of  locomotive  as 
modified  by  different  sizes  of  driving  wheels  and  by  different  pressures  of 
steam.  The  sizes  of  locomotives  covered  by  these  tables  range  from  cylin- 
ders 4  inches  diameter  by  8  inches  stroke  to  17  inches  diameter  by  24  inches 
stroke,  the  sizes  of  driving  wheels  from  18  to  56  inches,  and  the  boiler  pres- 
sures from  120  to  200  pounds  per  square  inch. 

A  separate  table  is  given  for  each  size  of  locomotive,  the  size  being 
designated  by  the  diameter  and  stroke  of  the  cylinders  in  inches  as  noted 
in  the  upper  left-hand  corner  of  each  table. 

Boiler  pressures  are  noted  in  the  left-hand  column,  in  pounds  per  square 
inch. 

Diameters  of  driving  wheels  in  inches  are  noted  in  the  upper  line  of  each 
table. 

The  tractive  force  for  the  desired  boiler  pressure  and  size  of  driving 
wheels  is  found  at  the  intersection  of  the  proper  horizontal  and  perpendic- 
ular lines. 

EXAMPLE. — The  tractive  force  of  a  locomotive,  5x10  cylinders,  24-inch  driving  wheels, 
and  140  pounds  boiler  pressure,  is  found  (in  the  third  table  below)  under  the  figure  24  and 
on  a  line  with  the  figure  140 — viz.,  1,240  pounds. 

NOTE. — In  every  case  the  tractive  force  is  computed  by  the  formula  on  page  140,  and 
for  sake  of  even  figures  any  figures  in  excess  of  multiples  of  5  are  disregarded. 

NOTE. — The  tractive  force  and  the  weight  on  the  driving  wheels  of  a  locomotive  must 
be  properly  proportioned  to  secure  satisfactory  results.  If  the  weight  is  too  small,  the  loco- 
motive is  over-cylindered,  and  will  slip  the  driving  wheels  too  easily.  If  the  wreight  is  too 
great,  the  engine  is  under-cylindered,  and  cannot  slip  its  driving  wheels.  In  adjusting  the 
best  proportion  of  tractive  force  and  weight  on  driving  wheels  due  regard  must  be  paid  to  the 
character  of  service  for  which  the  engine  is  intended.  For  passenger  service  the  weight  on 
the  driving  wheels  may  be  as  little  as  four  times  the  tractive  force.  For  freight  service  a 
driving  weight  of  about  four  and  one-quarter  times  the  tractive  force  is  usual.  For  con- 
tractors', steel  works  and  mine  locomotives,  street  motors,  or  where  slippery  or  greasy  rails 
are  to  be  expected,  the  driving  weight  may,  with  good  results,  be  close  to  five  times  the 
tractive  force.  When  the  water  is  carried  in  a  tank  over  the  boiler  the  proportion  of  the 
tractive  force  to  the  weight  on  the  driving  wheels  is  usually  calculated  with  reference  to  the 
water-tank  being  about  half  full.  In  the  Tables  of  Hauling  Capacity  in  this  catalogue  it  is 
assumed  that  the  proportion  of  driving  weight  to  tractive  force  is  such  as  to  secure  the  best 
results. 


PITTSBURGH      PA 


143 


Cylinders 
4x8 

SIZES  OF  DRIVING  WHEELS 

J8 

725 
785 
845 
9°5 

20 

22 

23 

24 

26 

28 

30 

Boiler 
Pressure 

r  120 
I30 
140 
,150 

650 
705 
760 

815 

590 
640 
690 
740 

565 
615 
660 
710 

540 
59° 
635 
680 

500 

545 
585 
625 

465 
505 
540 

580 

435 
470 

505 
545 

Cylinders 
5x8 

SIZES  OF  DRIVING  WHEELS 

18 

20 

22            23            24            26            28 

30 

Boiler 
Pressure 

120 
130 
140 
150 

1,125 
1,230 
1,320 
1,415 

1,015 
1,105 
1,190 

1,275 

920 
1,005 
1.080 

I   1  60 

880 
960 
1,030 

1,110 

845 
920 
990 
i,  060 

780 
850 

9i5 
980 

725 
79° 
850 
910 

675 
735 
795 
850 

Cylinders 
5  x  10 

SIZES  OF  DRIVING  WHEELS 

J8            20 

22 

23 

24 

26 

28 

30 

Boiler 

Pressure  " 

'I2O 
13O 
140 
150 

160 

,410 
,535 
,650 
,770 
.890 

1,270 
1,380 
1,485 
1,590 
1,700 

1,150 
1.255 
1,350 
1,450 
i,545 

.100 

,200 
,290 

.385 

,480 

,055 
,150 
,240 
•  330 
,4i5 

975 
i.  060 
i  140 
1,225 
1,305 

905 
985 
i,  060 
1,140 
1,215 

845 
9*5 
99° 
i,  060 
1,130 

Cylinders 


SIZES  OF  DRIVING  WHEELS 


5/2  X  I 

0 

J8 

20 

22 

23 

24 

26 

28 

30 

oiler 
ressure 

120 
130 
140 
150 
1  60 

1,710 

1.855 
2,000 
2,140 

2,285 

1,540 
1,670 
i,  800 

1,925 

2,055 

.400 

.515 
.635 
,75o 
,870 

.340 
,45o 

.565 
.675 

,785 

,285 

39° 
500 
1,605 
,710 

,185 
.285 
.380 
480 

,580 

,100 

,190 

,285 
,375 
-465 

,025 
,115 
,200 

,285 
,370 

Cylinders 


SIZES  OF  DRIVING  WHEELS 


6  x  10 

J8            20 

f  120 

2,040 

1,835 

Boiler 
Pressure  * 

130 
140 
150 

2,210 
2,380 
2.550 

1.985 
2.140 
2,290 

Ii6o 

2,715 

2-445 

22 

23 

24 

26 

28 

30 

1.665 
i.Sos 
i  945 
2.085 
2.225 

J  595 

i]86o 

i,995 
2,125 

1.525 
1,655 
1,780 
1,910 
2,035 

,410 

,525 
,645 
,765 
,880 

1,310 
1,415 
1,530 
1,640 
i,745 

220 
.325 
.425 
,530 
.630 

144 


H     K     PORTER     COMPANY 


Cylinders 
6  x  12 

SIZES  OF  DRIVING  WHEELS 

20            22 

23            24 

26 

28            30 

33 

f  1  20 

Boiler 
Pressure  1    ** 

Li6o 

2,200 

2,385 
2,565 
2-755 
2,935 

2.0OO 
2,  170 
2.330 
2.  5OO 
2  670 

i,9J5 
2,070 
2.230 
2,395 
2,555 

1,835 

1.985 

2.  140 
2,295 

2,445 

1.690 

1,835 
i,975 

2,  1  2O 
2,260 

1,570 
1,700 
1,830 

1,965 
2,100 

i,435 
i,59° 
1,710 

i,835 
i,955 

1-335 
1,445 
i,555 
1,670 
1,780 

Cylinders 
6l/2  x  10 

SIZES  OF  DRIVING  WHEELS 

18 

2,590 
2.790 
2.990 
3,190 

20 

22 

23             24 

26 

28 

30 

130 
Boiler       j  140 
Pressure     i  50 
1  1  60 

2.330 
2.510 
2,690 
2,870 

2.120 

2,285 

2,445 
2,610 

2,025 
2,185 
2,340 
2,495 

i,945 
2,090 
2,240 
2,395 

i,795 
i,93o 
2,070 

2,210 

1,665 

i,795 
1,920 
2,050 

i,555 
1,675 
1,790 
i,9i5 

Cylinders 
7x10 

SIZES  OF  DRIVING  WHEELS 

20 

22 

23 

24 

26            28 

30            33 

130 
Boiler          140 
Pressure     i  50 
1  1  60 

2,700 
2,9'5 
3,120 

3,330 

2,460 
2,650 
2,840 
3,030 

2  350 

2  535 
2,720 
2,900 

2,250 

2,425 
2,605 

2,775 

2,080 
2,240 
2,400 
2,560 

1,930 
2,080 
2,230 

2,380 

1,805 
1,940 
2,080 

2,220 

1,640 
1,765 
1,895 

2,020 

Cylinders 
7  x  12 

SIZES  OF  DRIVING  WHEELS 

22 

23 

24 

26            28 

30 

33 

36 

1  130 
Boiler        I  140 
Pressure  i  150 
Li  60 

2,950 
3,180 
3,420 

3,640 

2,820 
3,040 
•   3,265 
3,480 

2,700 
2,915 
3,125 

3,330 

2,500 
2,690 

2,885 
3,075 

2,315 
2,500 
2,680 

2,855 

2,165 
2,330 
2,500 

2  ,  660 

1,970 

2,120 

2,275 
2,425 

1,810 
i,945 
2,085 
2,225 

Cylinders 
7x  14 

SIZES  OF  DRIVING  WHEELS 

22 

23 

24              26             28 

30             33             36 

7x  14 

22 

23 

24 

26 

28 

30 

33 

36 

f!30 
Boiler   1/140 
Pressure  [150 
1  1  60 

3,445 
3,710 
3.980 
4,240 

3,295 
3,55o 
3.800 
4,060 

3,160 
3,400 
3,640 

3-885 

2,920 
3-145 
3-365 
3-59° 

2,710 
2,920 
3,120 

3,330 

2,530 
2,730 

2,920 
3,  1  10 

2,300 
2,480 
2,650 

2.830 

2,105 
2.270 
2,430 
2,59° 

PITTSBURGH      PA 


145 


Cylinders 

8  X  12 

SIZES  OF  DRIVING  WHEELS 

23 

24 

26 

28 

30 

33 

36 

Boiler 

Pressure  " 

f  130 

3,690 
3,970 
4,250 
4,540 

3,530 
3,810 
4,075 
4,350 

3,260 
3,520 

3,765 
4,020 

3,030 
3,260 

3,49° 
3,730 

2,825 

3,045 
3,260 
3,43o 

2,570 
2,770 
2,965 
3,165 

2,355 
2,540 
2,720 
2,900 

j^. 
140  
150  
1  60 

Cylinders 
8  x  14 

SIZES  OF  DRIVING  WHEELS 

23 

24 

26 

28 

30 

33 

36 

C  130 

4  300 
4,630 

4>965 
5,290 

4,120 
4  440 
4.760 

5,070 

3.800 
4.100 

4,39° 
4,680 

3.530 
3,805 
4,075 
4  350 

3.290 
3-550 
3,810 
4,055 

2.990 
3.230 
3,460 
3,690 

2,745 
2,960 

3,i75 
3,385 

Boiler       J  140  

Pressure  1  1  50  

[  1  60 

Cylinders 


SIZES  OF  DRIVING  WHEELS 


8x  16 

24 

26 

28 

30 

33 

36 

40 

f  130  
Boiler   I  140 

4,720 

5  080 

4,350 
4  68  «; 

4,040 

i  a  CQ 

3,770 

4O6^ 

3,430 
3600 

3,145 

0  ogr 

2,830 

•1  QAC. 

Pressure  1  150.  .  . 

C  4CQ 

c  02  C 

4  660 

A  ^6O 

3060 

36^O 

n  of)S. 

1  160.  . 

5  Sio 

5  160 

i  080 

46^O 

4  220 

0  87O 

1  J.8^ 

Cylinders 
9  x  12 

SIZES  OF  DRIVING  WHEELS 

24 

26 

28 

30 

33 

36 

40 

Boiler 

Pressure  A 

130 

4,475 
4,820 
5,i7o 

5,5i5 

4,130 
4,450 
4,77o 

5,085 

3,835 
4,130 
4,425 
4,720 

3,58o 
3,855 
4,i35 
4,410 

3,255 
3,505 
3-760 
4,010 

2,985 
3,210 

3,445 
3,675 

2,685 
2,890 
3,100 
3,305 

J   

140 

150  
160  

Cylinders 


SIZES  OF  DRIVING  WHEELS 


9x  14 

24 

26 

28 

30 

33 

36 

40 

f  ISO 

5,220 

4,820 

4.475 

4,  T75 

3.7Q5 

T>  48O 

V  I  OQ 

Boiler   (140 

5,620 

5,  1  go 

4,820 

4,  500 

4,080 

a  7^0 

a  ^70 

Pressure  1  1  50  
1  160  

6,020 
6,420 

5,560 

5,925 

5,160 
5,500 

4,820 

5,135 

4,375 
4,670 

4,020 
4,280 

3,610 
3,850 

146 


H      K      PORTER     COMPANY 


Cylinders 

SIZES  OF  DRIVING  WHEELS 

9x16 

28 

30            33            36            40            42 

44 

f  130 

5     115 

4  77O          J.  ^5           ^  080          ^  ^80          1  J.TO 

Boiler       I  140  
Pressure  1  150  
I  1  60  

5,5io 

5,9°° 
6,290 

5,135         4,670         4,280         3,850         3,670 
5,505         5,ooo        4,585         4,125         3,930 
5>§75         5»33°         4,890         4  400        4  190 

3,500 
3,750 

1   OOO 

Cylinders 

SIZES  OF  DRIVING  WHEELS 

91A  x  14 

24 

26            28            30            33            36 

40 

f  130  

=;,S2o 

5,365         4,980         4  650         4  225         3  875 

0    J.QO 

Boiler          140  

Pressure  1  1  50  
[160  

6,270 
6,720 
7,160 

5,78o         5,370         5,015         4,550         4,175 
6,200         5,760         5,375        4,880        4,475 
6,610        6,135         5,730         5,210        4,775 

3,76o 
4,030 
4,3oo 

| 
Cylinders 

SIZES  OF  DRIVING  WHEELS 

10x14             24 

26 

28             30             33             36             40 

44 

130 

6,450 

5-950    5,525 

5,160 

4,685 

4,300 

3,870 

3,5i5 

Boiler 

|  140 

6,950 

6,410 

5,955 

5,560 

5,050 

4,630 

4,170 

3,790 

Pressure 

i  150 
160 

7-440 
7-935 

6,870 
7,330 

6,375 
6,800 

5,960 
6,350 

5,4i5 

5,775 

4,960 
5,290 

4,465 
4,765 

4,060 
-4,330 

,170  8,435 

7,800 

7,230 

6,750 

6,140 

5,625 

5,065 

4,605 

Cylinders 


SIZES  OF  DRIVING  WHEELS 


10 

x  16 

28 

30 

33 

36 

40 

44 

48 

'  no 

6,^20 

5,890 

5,355 

4,915 

4,425 

4,020 

3,685 

Boiler 

140  

150 

6,800 

7,285 

6,350 
6,800 

5,775 
6,  i  So 

5,290 
5,670 

4,765 
5,100 

4,330 

4,635 

3,970 
4,250 

Pressure 

160     .      ... 

7,765 

7,25O 

6,585 

6,040 

5,440 

4,940 

4,530 

170.  . 

8,260 

7,7IO 

7,000 

6,420 

5,78o 

5,250 

4,820 

Cylinders 
ii  x  14 

SIZES  OF  DRIVING  WHEELS 

26 

28 

30 

33 

36 

40 

44 

Boiler 
Pressure  " 

r  130 

7,200 

6,685 
7,200 
7,720 

8,230 
8,750 

6,240 
6,720 
7,200 

7,680 

8,  1  60 

5,675 
6,110 
60  50 
6,980 
7,420 

5,200 
5,600 
6,000 
6,400 
6,800 

4,680 
5,035 
5,4oo 
5,76o 
6,120 

4,255 
4,58o 
4,9*5 
5,235 
5,570 

j  

140  .  . 

7,750 

+ 
150.  . 

.  .  .     8,310 

1  60 

i    8  860 

.  .  .      9,420 

PITTSBURGH      PA 


147 


Cylinders 
ii  x  16 

SIZES  OF  DRIVING  WHEELS 

28 

7,640 
8,230 
8,820 
9,400 

9,985 

30 

7,125 
7,680 
8,230 

8,770 
9,320 

33 

36 

40            44 

48 

Boiler 
Pressure  x 

'130  
140.  .  . 

6,480 
6,980 
7,480 
7,970 

8,470 

5,94o 
6,400 
6,860 

7-315 
7-770 

5,35o 
5,76o 
6,  170 
6,580 
6.990 

4,860 

5,235 
5,610 
5,980 

6,355 

4,460 
4,800 
5,140 

5,48o 

5,825 

150  

1  60  

170  

Cylinders 
ii  x  18 

SIZES  OF  DRIVING  WHEELS 

30 

8,025 
8,640 
9,265 
9,885 
10,500 

33 

36 

40 

44 

48 

50 

Boiler 
Pressure  "* 

'130  
140.    . 

7,295 
7,855 
8,425 
8,990 
9,55o 

6,690 
7,200 

7,725 
8,240 

8.750 

6,020 
6,480 
6,950 
7,4i5 

7,875 

5,470 
5,890 
6,320 
6,740 
7,160 

5,020 

5,400 
5,790 
6,175 
6,560 

4,815 
5,185 
5,56o 
5,930 
6,300 

150.  .  . 

1  60  
,170  

Cylinders 
12  x  14 

SIZES  OF  DRIVING  WHEELS 

28 

30 

33 

36 

40 

44 

48 

I 

Roiler       1 
Pressure  1 

140 

8,575 
9,185 
9,800 
10,410 
11,015 

8,000 
8,565 
9,135 
9,715 
10,280 

7,270 
7,790 
8,310 
8,830 
9,340 

6,670 

7,145 
7,620 
8,roo 

8,575 

6,000 
6,430 
6,850 
7,285 

7,7i5 

5,455 
5,840 
6,230 
6,625 
7,oio 

5,000 
5.360 

5,7i5 
6,075 
6,430 

150 

160  
170  
1  80  

Cylinders 


SIZES  OF  DRIVING  WHEELS 


12  X  l6 

28 

30 

33 

36 

40 

44 

48 

f  140.  . 

9,800 

9.150 

8,320 

7,625 

6,855 

6,230 

5,720 

r»   -i         1  I5O 

10  500 

9,800 

8,015 

8,170 

7,35° 

6,675 

6,130 

*oller    160" 

11,195 

10,450 

Q,4QS 

8,  710 

7,835 

7,120 

6,530 

Pressure  U;;  

1  180.  . 

11,900 
12.600 

1  1  ,  IOO 
11,750 

10,080 
10,680 

9,250 

0,800 

8,330 

8,820 

7,570 

8.020 

6,940 
7,350 

Cylinders 
12  x  18 

SIZES  OF  DRIVING  WHEELS 

30            33            36 

40 

7,720 
8,265 
8,820 
9-370 

O.02O 

44             48 

50 

Boiler 
Pressure 

C  14.0 

10,280 

11,010 

11,750 
12,490 

11.220 

9-350         8,575 
10,010         9,180 
10,680          9,800 
11.350       10,420 

12.020    i      I  1.  030 

7,020 

7,520 

8,015 
8,520 

Q.O2O 

6425 

6,885 
7,340 

7,810 

8.270 

6  1  80 
6,615 
7,050 

7-49° 
7.  030 

150 

1  60  
170  

1  80.  . 

148 


H      K      PORTER      COMPANY 


Cylinders 
13  x  16 

SIZES  OF  DRIVING  WHEELS 

30 

33 

36 

40 

44 

48            50 

Boiler 

Pressure  " 

fi4o  
150  

10,730 

ii,49° 
12,260 
13,030 

13.785 

9-750 
10,450 
11,150 
11,850 
12,550 

8,940 
9,580 
10,225 
10,860 
11.49° 

8,040 
8,620 
9,200 

9-775 
10,340 

7,3i5 
7,840 
8,360 
8,880 
9,400 

6,710 
7,180 
7,660 
8,140 
8,620 

6,440 
6,900 
7,360 
7,820 
8,270 

160  
i?o  
,180  

Cylinders 


SIZES  OF  DRIVING  WHEELS 


13  x  18 

30 

33 

36 

40 

44 

48 

50 

{140 

12  080 

IO.Q75 

10  060 

0,060 

8,235 

7,  ^co 

7,245 

H  
150 

12,940 

11,770 

10,800 

0,710 

8,830 

8,100 

7,77° 

160 

13,800 

12,  550 

11,500 

10,350 

0,410 

8,625 

8,280 

170.. 

14,670 

13,340 

12,230 

11,000 

10,000 

9,175 

8,800 

180.  . 

I^,WO 

n,  no 

I2.Q55 

11.650 

10,500 

Q.7I5 

0,320 

Cylinders 
13x20 

SIZES  OF   DRIVING   WHEELS 

33 

36 

40 

44 

46 

48            50 

Boiler 
Pressure 

140  
150  
1  60 

12,200 
13,070 
13,930 
I4,80O 
15,675 

11,175 
11,970 
12,780 
13,580 
14,380 

10,055 
10,780 
1  1  ,  500 
12,210 
12,930 

9.J50 

9,800 
10,450 
11,100 
11,760 

8,750 
9.375 
9,990 
10,620 
11,250 

8,385 
8,990 
9,58o 
10,170 
io,775 

8,050 
8,625 
9,200 
9,780 
10,350 

170 

^180  

Cylinders 
14  x  16 

SIZES   OF   DRIVING  WHEELS 

33 

36 

40            44 

46 

48            50 

Boiler 
Pressure  " 

'  140  

150  . 

i  i  ,  300 
12,110 
12,920 
i3,74o 
i4,55o 
15,355 

10,360 

II,IOO 

11,850 
12,595 
13,330 
14,070 

9,320 
9,990 
10,650 
n,33o 
11,980 
12,660 

8,475 
9.o85 
9,700 
10,300 
10,900 
1  1  ,  500 

8,115 
8,690 
9.275 
9.850 
10,420 
11,005 

7,770 
8,330 
8,890 
9.450 
9.995 
10,550 

7,460 
7,990 
8,530 
9.065 
9,600 
10,130 

1  60  .  . 

170  
1  80  

190.  . 

Cylinders 
14  x  18 

SIZES   OF   DRIVING   WHEELS 

33 

36 

40            44            46            48            50 

Boiler 
Pressure  " 

140  
150  
160  
170 

12,715 
13,630 
M,54o 
i5,45o 
16,360 
17,260 

1  1  ,  660 
12,500 
13,330 
14,170 
15,000 
15,840 

10,500 
11,250 

n,995 
12,750 
13,500 
14,250 

9.540 
10,225 
10,900 
n,590 
12,265 
12.950 

9.125 

9.780 
10,430 

1  1,  080 

11,730 

12,385 

8,750 
9.375 
9.995 
10,620 
1  1  ,  240 
11,870 

8,400 
9,000 

9.595 

10,200 
IO,80O 
II,40O 

1  80  
190  

PITTSBURGH      PA 


149 


Cylinders 

SIZES  OF  DRIVING  WHEELS 

14  x  20 

33 

36 

38 

40 

44 

46 

48 

50 

fi40 

14-130 

12,950 

12,275 

11,650 

10,600 

10,125 

9,720 

9.320 

150 

15,140 

13,880 

13-145 

12,490 

11,350 

10,850 

10.415 

9,995 

Boiler 

1  60 

16,145 

14,800 

14,025 

13-330 

12,  IIO 

11,585 

11,100 

10,655 

Pressure  ' 

170 

17,160 

15,735 

14,905 

14,170 

12,875 

12,315 

11,800 

n,330 

1  80 

18,170 

16,655 

15,775 

15,000 

13.640 

13,030 

12,500 

12,000 

190 

19,180 

17,575 

16,645 

15,840 

14.400 

13.750 

13,185 

12,650 

Cylinders 

SIZES  OF  DRIVING  WHEELS 

14  x  22 

36 

38 

40 

44 

46 

48 

50 

52 

140 

14,250 

13,500 

12,820 

11,650 

11,150 

10,680 

10,250 

9,870 

150 

15,260 

14,470 

13,740 

12,490 

n,95o 

n,45o 

10,990 

10,570 

Boiler 

1  60 

16,275 

15,430 

14,650 

13.330 

12.750 

12,210 

11,720 

11,265 

Pressure 

170 

17,300 

16,400 

i5,57o 

i4,i55 

i3,55o 

12,975 

12,460 

11,970 

1  80 

18,325 

17.360 

16,480 

14.980 

14,340 

13,740 

13,190 

12,680 

190 

19-350 

18,330 

17,400 

15,820 

15,130 

14.500 

13,930 

13,390 

Cylinders 

SIZES  OF  DRIVING  WHEELS 

14x24 

36 

38 

40 

44 

46 

48 

50 

52 

140 

i5,55o 

14,730 

14,000 

12,730 

12,170 

1  1,  660 

1  1  ,  200 

10,760 

150 

16,670 

15,780 

15.000 

13,640 

13,040 

12,500 

12,000 

u,53o 

Boiler       1  160 

17,780 

16,840 

16,000 

i4,55o 

13,900 

13,330 

12,800 

12,300 

Pressure  1 

170 

18,890 

17,900 

17.000 

15,450 

14,770 

14,160 

13,600 

13,070 

1  80 

20,000 

18,950 

18,000 

16,350 

15,640 

15,000 

14,400 

13,830 

190 

21,105 

20,000 

19,000 

17,260 

16,500 

15,840 

15,200 

14,600 

Cylinders 

SIZES  OF  DRIVING  WHEELS 

15  x  18 

33 

36 

38 

40 

42 

44 

46 

48 

fl50 

15,630 

14,350 

13,590 

12,900 

12.295 

11,720 

11,220 

10,750 

1  60 

16,680 

15,300 

14,500 

13,770 

13,105 

12,520 

11,970 

11,470 

Boiler 

170 

17,710 

16,250 

15,400 

14,630 

13,930 

13,300 

I2,72O 

12,180 

Pressure  "* 

1  80 

18,760 

17,210 

16,300 

15,480 

M,75o 

14,070 

13,470 

12,900 

I  go 

19,800 

18.170 

17.200 

16.340 

15,560 

14,860 

14,210 

13,620 

[200 

20,850 

19,110 

iS,  ioo 

17,190 

16.370 

15,630 

I4,940 

14,330 

Cylinders 

SIZES  OF  DRIVING  WHEELS 

15  X  20 

36 

38 

40 

42 

44 

46 

48 

50 

fi5o 

15,950 

15,120 

M,36o 

13,670 

13,050 

12,480 

11,970 

11.490 

1  60 

17,020 

16,130 

15,320 

14,59° 

13,930 

13,325 

12,760 

12,250 

Boiler 

170 

18,090 

17,140 

16,260 

15,500 

14,800 

14,150 

13.550 

13.030 

Pressure 

1  80 

I9>  J  50 

18  140 

17  220 

16,410 

15,660 

14,^80 

14,360 

13.790 

190 

20,200 

19,150 

18,180 

17,330 

16,540 

15,820 

15,170 

14.560 

200 

21.2/O 

20,150 

19,140 

18,230 

17,400 

16,650 

15,960 

15,320 

150 


PORTER      COMPANY 


Cylinders 

SIZES  OF  DRIVING  WHEELS 

15  X  22 

38 

40            42 

44 

46 

48            50            52 

[150 

16,610 

15,780      15  030 

14.340 

13,720 

13.150 

12  620 

12,130 

1  60 

17.725 

16,825       i  6  030 

15  300 

14  630 

14,020 

13,470 

12,950 

Boiler 

170 

18.840 

17,880 

17.030 

16,270 

i5,55o 

I4-910 

14,310 

13,770 

Pressure 

1  80 

19940 

18,940 

18,030 

17.220 

16  470 

15.780 

15.150 

14,570 

190 

21,030 

19.980 

19,030 

18.170 

17.3/0 

16,650 

15,980 

15  370 

200 

22   1  2O 

21  040 

2O,O3O 

19   120 

18  280 

17.530 

16,820 

I6.17O 

Cylinders 

SIZES  OF  DRIVING  WHEELS 

15  X24 

40 

42 

44 

46            48            50 

150 

17,210 

16,370 

15.650 

14.960 

14.350 

13,770 

i 

1  60 

18,350 

17  460 

16,680 

15.950 

15.300 

14,680 

i. 

Boiler 

170 

19,510 

18,570 

i7,73o 

1  6  960 

16.250 

15,600 

i 

Pressure 

1  80 

20,650 

19.660 

18.770 

17.950 

17.200 

16,510 

i 

190 

21,790 

20,750 

19.820 

18  950 

i8.j6o 

17.440 

i 

200 

22,950 

21,860 

20.850 

19,950 

19  no       18  350       i 

52 

13,250 
14.120 
15,000 
15,890 
16.770 
17.650 


56 

12  290 

13.  too 

13  910 
M.730 
15.560 

1 6  390 


Cylinders 
16  x  20 

SIZES  OF  DRIVING  WHEELS 

36 

38 

40            42            44 

46 

48 

50 

Boiler 
Pressure 

150 
1  60 
170 
1  80 
190 
200 

18,130 
19-340 
20,550 
21,760 
22.965 
24.175 

17  i75 
18.320 
19.470 
20  610 
21,760 
22.905 

16,320 
17.405 
iS.495 
19.580 
20,670 
21,760 

15  540 
16.575 
17,615 
18,650 
19  685 
20,720 

14  835 
15,825 
16.815 
17,800 
18.790 
19.780 

14,190 
i5,i35 
16,080 
17,025 

17,975 
18,920 

13,600 
14,505 
15,410 
16,320 
17,225 
18,130 

13  055 
13.925 
14.795 
15-665 

16,535 
17.405 

Cylinders 

l6  X  22 

SIZES  OF  DRIVING  WHEELS 

38 

40 

42 

44 

46 

48 

50 

52 

13-805 
14,730 
15.650 
16.570 
17,490 
18,410 

Boiler 
Pressure  " 

150 
160 
170 
180 
190 

200 

18,895 
20,155 

21   415 
22,675 
23,935 
25.195 

17-950 
19,150 
20,345 
21,540 

22.735 
23,935 

17-095 
18.235 

19.375 

2n   515 
21.655 

22.795 

16  315 
17,405 
18,495 
19.580 

20  670 
21,760 

15,610 
16,650 
17.690 
18,730 
19,770 
20.810 

14,955 
15-955 
16.955 
17,950 
18,945 
19,945 

14,360 

i5,3i5 
16,275 
17.230 
18,190 
19-145 

Cylinders 
16  x  24 

SIZES  OF  DRIVING  WHEELS 

40 

42 

44            46 

48            50 

52 

56 

Boiler 
Pressure 

'150 
1  60 
170 
1  80 
190 
200 

19,580 
20,885 
22,195 
23,500 
24,805 
26.  1  10 

18,650 
19,895 

2T-T35 
22  380 
23  625 
24.865 

17.800 
18,990 
20,175 
21.360 
22.550 
23.735 

17,025 
18.165 
19,300 
20,435 
21.570 
22.705 

16,320 
17.405 
18.495 
i')  580 
20,670 

21    760 

15,665 
l6,7IO 
17-755 
18,800 
19,845 
20,885 

15.060 
16,065 
17,070 
18,075 
19.080 
20,085 

13.985 
14,920 
15,850 
16,785 
i7,7i5 
18  650 

PITTSBURGH       FA 


Cylinders 

SIZES   OF   DRIVING  WHEELS 

17  x  20 

-5X 

38 

40 

42 

44 

46 

48 

50 

150 

20.47O 

19.390 

18,420 

17.545 

i6,745 

16,015       i  5  350 

14,735 

1  60 

21,835 

20,685 

19,650 

18,715 

17,865 

17.085 

i6,335 

15,720 

Boiler 

170 

23,200 

21,975 

20,880 

19.885 

18,980 

18,150 

17  400 

16,700 

Pressure 

1  80 

24.565 

23,270 

22,  105 

21,055 

20,095 

19,220 

18,420 

17,685 

100 

25,925 

24,565 

23,335 

22,225 

21,215 

20,  290 

19,445 

18,665 

[200 

27,290 

25,855 

24,560 

23-395 

22,330      21,360 

20,470 

19,650 

Cylinders 

SIZES   OF    DRIVING   WHEELS 

17  x  22 

38 

40 

42 

44 

46 

48 

50 

52 

150 

21,330 

20,265 

19,300 

18,420 

17,620 

16,885 

16,210 

15,585 

1  60 

22,740 

21,615 

20,585 

19,650 

18,795 

18,010 

17,290 

16,625 

Boiler 

170 

24,i75 

22,965 

21,870 

20,880 

19,970 

19,140 

18,370 

17,665 

Pressure 

i  So 

25,595 

24,315 

23,160 

22,105 

21,145      20,265 

19.455 

18,705 

i  go 

27,020 

25,670 

24,445 

23,335 

22,320 

21,390 

20,535 

19,745 

200    28,440 

27,020      25,735 

24.565 

23,495      22,515 

21,615 

20,785 

c   Hnders                                   SIZES   OF    DRIVING   WHEELS 

17x24 

40             42 

44            46 

48 

50             52             56 

17x24 

40     42 

44     46 

48 

50 

52     56 

150 

22,105 

21,055 

20,095   19.225   18,420 

17,685 

17,005   15,790 

1  60 

23,580 

22,455 

21.435   20,505   19,650 

18,865 

18,140   16,845 

Boiler   j  1  70 

25,055 

23,860 

22,775   21,785 

20.880 

20,045   19,270 

17,895 

Pressure 

i  So 

26,535 

25.265 

24,115   23,065 

22,105 

21.  22O    20,405 

18  950 

190 

28,000 

26.670 

25.455   24,350 

23,335 

22,400 

21,540 

20,000 

[200 

29,475 

28.070 

26  795  j  25,630 

24.565 

23.580 

22,675 

21.055 

152  HK     PORTER     COMPANY 


Hauling   Capacity 


With  the  description  of  each  locomotive  in  this  catalogue  its  hauling 
capacity  on  a  level,  and  on  grades  of  %  per  cent,  i  per  cent,  2  per  cent  and 
3  per  cent,  is  stated  in  tons  of  2,000  pounds,  and  based  on  a  resistance  of 
rolling  friction  of  6^  pounds  per  ton  of  2,000  pounds. 

RULE  FOR  CALCULATION  OF  HAULING  CAPACITY.  In  each  case 
the  hauling  capacity  is  computed  by  dividing  the  tractive  force  of  the  loco- 
motive by  the  rate  of  resistance  per  ton  due  to  gravity  and  to  rolling  friction, 
and  then  deducting  the  weight  of  the  locomotive  (and  tender,  if  any).  This 
gives  the  weight  in  tons  of  2,000  pounds  of  the  train  (including  weight  of 
cars  and  of  lading,  if  cars  are  to  be  hauled  loaded)  which  the  locomotive  can 
haul. 

The  resistance  of  gravity  increases  in  exact  proportion  to  the  steepness 
of  the  grade;  is  always  20  pounds  per  ton  of  2,000  pounds  for  each  i  foot  per 
100  rise;  i.  e.,  if  there  is  an  elevation  of  i  foot  in  a  distance  of  100  feet,  the 
locomotive  must  exert  enough  force  to  lift  one  one-hundredth  of  the  weight 
of  the  train  (itself  included),  or,  what  amounts  to  the  same  thing,  to  exert 
a  tractive  force  enough  to  overcome  a  resistance  of  20  pounds  per  ton  of  2,000 
pounds.  For  a  grade  of  ^  per  cent  the  resistance  of  gravity  is  10  pounds 
per  ton;  for  2  per  cent,  40  pounds  per  ton,  and  so  on  for  any  practicable 
grade. 

The  resistance  due  to  rolling  friction  varies  with  the  character  and  con- 
dition of  rolling  stock  and  track.  With  extra  good  cars  and  track  it  may 
be  as  low  as  5  pounds  per  ton  of  2,000  pounds;  but  6^  pounds  may  be  taken 
as  a  fair  average  for  first-class  cars  and  track,  8  to  1 2  pounds  for  reasonably 
good  conditions,  and  as  high  as  20  to  40  pounds  for  bad  cars  and  track,  and 
60  to  80  pounds,  or  even  more,  for  excessively  hard-running  cars  and  very 
rough  track.  Cars  with  fixed  axles  and  suitable  bearings  and  oil  boxes 
should  not  exceed  8  to  12  pounds;  logging  cars  may  run  6^  to  15  pounds 
if  of  good  construction,  up  to  20  or  even  40  pounds  if  with  poor  arrangement 
for  oiling.  Contractors'  dump  cars  are  usually  hard-running,  say  10  to  25 
pounds;  coal-mine  wagons,  with  loose  wheels,  are  seldom  less  than  15  pounds, 
and  often  exceed  30  pounds;  and  with  the  holes  in  the  wheels  worn  out  of 
true,  and  the  wheels  scraping  against  the  sides  of  the  car,  may  develop  60 
to  80  pounds,  or  even  greater  resistance.  Street  cars  may  be  reckoned  at 
15  to  25  pounds.  The  resistance  of  flange  friction  on  wooden  rails  is  an 
indeterminate  quantity,  but  usually  twice  the  resistance  on  steel  rails. 
Poorlv  laid  track  and  crooked  rails  increase  the  resistance  indefinitely. 


PITTSBURGHPA  153 

Overloading  cars  also  increases  the  resistance  greatly.  The  resistance  is 
greater  in  cold  weather.  The  resistance  of  rolling  friction  per  ton  is  greater 
for  empty  cars  than  for  loaded  cars. 

THE  ACTUAL  RESISTANCE  OF  ROLLING  FRICTION  MAY  BE  DETER- 
MINED by  noting  down  what  grade  a  car  once  started  will  just  keep  in 
motion.  If  a  car  will  barely  keep  in  motion  if  started  down  a  i  per  cent 
grade,  its  frictional  resistance  is  just  about  equal  to  20  pounds  per  ton. 

In  computing  the  hauling  capacity  of  any  locomotive,  the  resistance 
due  to  gravity  and  the  resistance  due  to  rolling  friction  must  be  added,  and 
the  tractive  force  divided  by  this  total  resistance.  For  example:  With 
cars  and  track  involving  6%  pounds  per  ton  resistance,  the  hauling  capac- 
ity on  a  level  is  found  by  dividing  the  tractive  force  by  6^,  and  deducting 
the  weight  of  the  locomotive;  but  with  the  same  cars  on  a  grade  of  2  per 
cent  the  tractive  force  must  be  divided  by  46^  (6^2  +  4°)>  and  the  weight 
of  the  locomotive  deducted.  It  is  easily  seen  that  poorly  constructed  cars 
are  very  costly  to  operate;  it  is  easier,  for  example,  to  haul  cars  of  10  pounds 
frictional  resistance  up  a  i  ^  per  cent  grade  than  to  haul  cars  of  40  pounds 
frictional  resistance  up  a  ^  per  cent  grade,  the  total  resistance  in  one  case 
being  40  pounds  and  in  the  other  case  50  pounds  per  ton.  Similarly,  it  is 
as  easy  to  haul  cars  of  10  pounds  per  ton  resistance  up  a  i  per  cent  grade 
as  to  haul  cars  of  50  pounds  resistance  down  a  i  per  cent  grade. 

When  trains  are  hauled  on  curved  track  the  resistance  due  to  the  curve 
should  be  considered,  as  explained  on  pages  177  and  178. 

In  any  practical  determination  of  the  proper  hauling  capacity  advisable 
in  "any  special  case,  some  suggestions  by  way  of  caution  are  shown  by  experi- 
ence to  be  worthy  of  consideration: 

1.  It  is  always  desirable  to  provide  a  reasonable  amount  of  surplus 

power,  and  not  to  work  a  locomotive  regularly  too  close  to  its  full 
capacity.  A  reserve  of  power  is  economical,  because  it  cuts  down 
the  cost  of  repairs,  and  also  of  fuel  and  oil,  to  the  lowest  point,  and 
lengthens  the  useful  lifetime  of  the  machine,  and  also  provides  for 
emergencies  and  increase  of  output. 

2.  It  is  not  safe  to  figure  on  a  grade  as  "level"  because  the  land  is  quite 

flat.  In  such  cases  the  so-called  "level"  grade  may  prove  to  be  i 
per  cent  or  possibly  more,  and  a  grade  of  only  ^  of  i  per  cent,  or 
13  feet  per  mile,  may  cut  down  the  hauling  capacity  of  a  locomotive 
to  but  little  more  than  one-half  its  capacity  on  a  perfect  level. 


154  H      K      PORTER      COMPANY 

This  is  clearly  seen  by  examination  of  the  following  tables  of  haul- 
ing capacities. 

3.  The   statement    is  sometimes   made  that  a  geared  locomotive   can 

haul  a  heavier  train  and  "climb"  steeper  grades  than  a  direct- 
acting  locomotive  of  the  same  weight.  This  is  incorrect  unless 
the  direct-acting  locomotive  has  only  part  of  its  weight  on  the 
driving  wheels  or  is  equipped  with  a  separate  tender.  If  two 
machines  weigh  the  same  and  have  all  their  weight  on  the  driv- 
ing wheels,  and  are  properly  designed,  the  loads  they  can  start 
are  absolutely  identical,  — /'.  e.,  the  introduction  of  gears  has  no 
effect  upon  the  proportion  of  weight  on  driving  wheels  that  is  use- 
ful for  adhesion  on  the  rail.  A  direct-acting  locomotive  on 
account  of  the  position  of  the  crank-pins  has  more  tendency  to 
slip  its  wheels  in  starting  trains.  A  geared  locomotive  cannot 
make  the  same  mileage  or  handle  as  great  daily  tonnage  and  has 
less  advantage  from  train  momentum  in  overcoming  grades. 

4.  It  pays  to  buy  a  locomotive  of  proper  design  for  the  requirements 

and  cars  properly  constructed,  and  it  pays  to  keep  the  rolling 
stock  in  good  order.  It  pays  to  avoid  bad  grades  and  sharp 
curves  if  it  can  be  done  at  reasonable  cost.  It  does  not  pay  to 
let  road-bed  and  track  get  into  bad  condition  through  neglect. 
In  such  cases  as  contractor's  service,  temporary  logging  spurs, 
tramways  in  quarries,  dumps  at  furnaces,  collieries,  etc.,  where 
the  track  must  be  shifted  frequently,  ideal  conditions  are  imprac- 
ticable; but  it  pays  to  pay  good  wages  to  a  foreman  with  brains 
who  with  the  least  cost  of  maintenance  and  repairs  and  least  time 
lost  will  get  the  most  results  out  of  the  plant. 


PITTSBURGH      PA  155 


Percentage  Tables  for   Computing  the    Hauling 
Capacity  (see  next  two  pages) 

Of  any  locomotive  on  any  practicable  grade  and  with  cars  of  varying  resist- 
ance of  rolling  friction. 

Owing  to  the  lack  of  space,  it  was  found  impossible  to  state  with  th  e 
descriptive  text  and  illustration  of  each  size  and  design  the  hauling  capacity 
of  each  locomotive  on  all  practicable  grades,  or  for  more  than  one  rate  of 
resistance  of  rolling  friction. 

By  the  following  tables,  by  using  the  hauling  capacity  on  a  level  with 
6^2  pounds  frictional  resistance,  as  stated  for  each  locomotive,  as  a  basis, 
and  reckoning  this  amount  as  100  per  cent,  the  hauling  capacity  on  grades 
up  to  580  feet  per  mile  (/.  e.,  n  per  cent),  and  with  resistances  of  rolling 
friction  up  to  40  pounds  per  ton  of  2,000  pounds,  may  readily  be  calculated. 
The  results  are  not  absolutely  exact,  but  are  closely  approximate. 

NOTE. — These  tables  are  on  the  basis  of  including  tenders,  as  a  part  of  the  train  to  be 
hauled  on  grades,  and  for  minute  accuracy  any  weight  carried  on  engine  trucks  should  be 
considered  as  a  part  of  the  train. 

NOTE. — In  the  application  of  these  tables  it  must  be  borne  in  mind  that  on  very  steep 
grades,  i.  e.,  over  about  8  per  cent,  slippery  or  wet  rails,  or  failure  to  use  sand,  may  prevent 
any  safe,  practical,  or  economical  use  of  any  locomotive.  A  locomotive  can  climb  a  steeper 
grade  than  it  is  safe  for  it  to  come  down,  since  any  acceleration  of  speed  down  an  excessively 
steep  grade  may  result  in  the  engine  sliding  with  all  wheels  locked. 

EXAMPLE  ILLUSTRATING  THE  USE  OF  THE  FOLLOWING  TABLES  OF  PERCENTAGES. — The 
hauling  capacity  of  the  locomotive  code  word  HETMAN  (page  38,  12  x  18  cylinders),  at  6% 
pounds  rate  of  frictional  resistance  on  a  level,  is  stated  at  1,470  tons  of  2,000  pounds.  What 
can  it  haul  on  a  grade  of  4  per  cent,  and  with  cars  and  track  involving  10  pounds  per  ton 
rolling  friction?  By  turning  to  the  tables  below,  at  the  intersection  of  the  column  for  10 
pounds  rate  of  friction  with  the  horizontal  line  for  4  feet  per  100 — /'.  e.,  4  per  cent  grade — is 
found  the  figure  5^0,  and  5fa  per  cent  of  1,470  is  82  tons;  deducting  from  this  14  tons  the 
weight  of  the  tender  of  this  locomotive,  68  tons  is  left,  which  is  the  heaviest  train  (lading  of 
cars,  if  cars  are  loaded,  and  weight  of  cars  included)  this  locomotive  can  start  under  the  given 
conditions. 


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ce  it  shows  the  relative 
mple  :  How  heavy  a 
rictional  resistance  of 
for  3  per  cent  grade, 
ls;  since  4  times  12^ 
ed. 


xa 
a  f 
ine 
he 


sin 
E 
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ive  of  suitable  weight  to  do  any  given  wor 
arying  allowance  for  frictional  resistance. 
ith  contractors'  cars  and  poor  track  involvin 
esistance  to  the  intersection  of  the  horizontal 
ns  can  haul  four  times  its  weight  on  driving  w 
h  all  the  weight  on  driving  wheels,  would  be 


v 
w 
r 


ful  for  the  selection  of  a  locom 
y  practicable  grade  and  with 
50  tons  on  a  3  per  cent  grade 
wing  the  column  for  20  pounds 
locomotive  under  these  conditi 
or  25,000  pounds  in  weight,  wi 


an 
rt 
o 


a 

ns, 


The  above  table  is 
power  of  a  locomotive  on 
locomotive  is  needed  to  sta 
20  pounds  per  ton  ?  By  fol 
the  figure  4  is  noted,  /.  e., 
=  50,  a  locomotive  12^  ton 


PITTSBURGHPA  159 


Memoranda  as  to  Tables  of    Hauling    Capacity 
(see  pages  162  to  169) 


The  following  series  of  four  Tables  of  Hauling  Capacity  is  convenient 
for  quick  approximate  selection  of  a  locomotive  to  do  any  required  work. 
The  Hauling  Capacity  of  locomotives  ranging  from  4,000  to  80,000  pounds 
weight  on  driving  wheels,  and  on  grades  from  level  to  1 1  per  cent,  is  stated 
in  each  table.  The  tractive  force  is  assumed  to  be  equivalent  to  one-fifth 
the  weight  of  the  locomotive,  (the  weight  being  all  on  the  driving  wheels.) 

TABLE  I  is  based  on  a  resistance  of  rolling  friction  of  6^2  pounds  per 
ton  of  2,000  pounds,  and  is  to  be  used  where  the  track  and  rolling 
stock  are  of  good  construction  and  in  good  condition.  This  would 
usually  apply  to  passenger  and  freight  roads,  wide  or  narrow  gauge, 
also  to  many  roads  for  various  industrial  and  special  purposes  where 
proper  attention  is  given  to  maintenance. 

TABLE  II  is  based  on  a  resistance  of  rolling  friction  of  8  pounds  per  ton 
of  2,000  pounds,  and  is  applicable  to  passenger  and  freight  roads, 
and  to  roads  used  for  a  wide  range  of  purposes,  such  as  plantations, 
logging,  coal  and  ore  haulage,  where  the  track  may  be  expected  to 
be  in  fair  condition,  and  where  the  cars,  if  not  in  the  best  order  and 
of  the  best  construction,  are  not  defective  nor  specially  in  need  of 
repair. 

TABLE  III  is  based  on  a  resistance  of  rolling  friction  of  15  pounds  per 
ton  of  2,000  pounds,  and  is  applicable  to  industrial  tramways,  coal 
and  ore  roads,  plantations,  logging  roads,  etc.,  where  the  track  is 
in  somewhat  poor  condition,  and  the  cars  not  of  the  best  construc- 
tion or  not  in  thoroughly  good  order. 

TABLE  IV  is  based  on  a  resistance  of  rolling  friction  of  30  pounds  per 
ton  of  2,000  pounds,  and  applies  to  cases  where  the  service  is  such 
that  the  track  cannot  be  kept  in  good  order,  and  where  the  con- 
struction of  the  cars  involves  extra  friction,  or  where  repairs  are 
needed.  This  includes  contractors'  tramways  where  cars  and 
track  cannot  be  kept  in  good  order;  coal  and  ore  roads  where  cars 
with  loose  wheels  are  used;  street  railways  where  it  is  impossible 
to  keep  the  track  in  proper  condition;  logging  roads  where  four- 
wheel  cars  of  imperfect  design  are  used.  A  resistance  of  30  pounds 
per  ton  is  usually  a  proof  of  lack  of  reasonable  care  of  track  and 


160  HKPORTERCOMPANY 

cars.  In  the  case  of  steel  works  or  furnaces,  where  hot  material 
requires  very  clumsy  cars  and  renders  it  difficult  to  give  proper 
lubrication  to  car  journals,  also  in  contractors'  work,  or  at  brick 
yards  where  the  track  is  frequently  shifted,  it  may  be  impossible 
to  avoid  a  greater  resistance  than  30  pounds  per  ton. 

No  account  is  taken  in  these  tables  of  the  resistance  of  curves  or  of 
speed. 

The  weights  of  the  trains  that  can  be  hauled  are  stated  in  tons  of  2,000 
pounds,  and  include  cars  and  lading  (except  where  only  empty  cars  are  to 
be  hauled).  Except  for  passenger  service,  it  is  usually  safe  to  allow  the 
weight  of  an  empty  car  to  be  about  four-tenths  its  carrying  capacity. 

The  weights  of  trains  are  in  addition  to  the  locomotive;  but  if  the  loco- 
motive has  a  tender,  the  tender  is  considered  as  a  part  of  the  train.  (For 
minute  accuracy  or  on  excessive  grades,  any  portion  of  the  weight  of  the 
locomotive  that  may  be  carried  on  front  or  rear  trucks  should  be  considered 
also  as  a  part  of  the  train.) 

In  the  practical  application  of  these  tables,  it  is  well  to  bear  in  mind 
that  it  is  most  economical  to  operate  locomotives  regularly  at  not  more  than 
about  two-thirds  or  three-fourths  of  their  full  power,  according  to  circum- 
stances; that  for  saddle-tank  locomotives  it  is  safest  to  reckon  the  weight 
with  tanks  about  half  full,  to  allow  for  average  conditions;  that  in  determin- 
ing the  weight  a  locomotive  can  haul,  the  steepest  grade  and  not  the  average 
grade  must  be  taken;  also  that  for  short  grades,  where  curves  or  other  reasons 
do  not  prevent  approaching  the  grade  at  a  fair  rate  of  speed,  a  locomotive 
can  take  about  50  per  cent  more  up  the  grade  than  it  can  start  on  the  grade 


PITTSBURGH     PA  161 


Practical    Illustrations   of  the   Use    of   the    Following 
Four  Tables  (see  pages  162  to  169) 


EXAMPLE  1. — How  heavy  a  train  can  a  contractors'  saddle-tank  locomotive,  weighing 
24,000  pounds,  all  on  the  driving  wheels,  resistance  of  rolling  friction  assumed  at  15  pounds 
per  ton,  start  on  a  grade  of  3  per  cent? 


Making  allowance  of  1,000  pounds  for  tank  of  locomotive  being  only  part  full,  Table  III, 
under  the  column  heading  for  23,000  pounds,  and  along  the  horizontal  line  for  3  per  cent 
grade,  gives  the  answer  49  tons;  or  reckoning  regular  work  at  two-thirds  to  three-fourths  of 
full  capacity,  say  32  to  37  tons  as  the  weight  of  train  which  this  locomotive,  with  somewhat 
poor  track  and  cars,  can  start  constantly  with  desirable  reserve  power  on  a  3  per  cent  grade. 
Or  if  the  grade  is  short,  and  can  be  approached  at  a  good  rate  of  speed,  the  locomotive  may 
be  able  to  take  up  about  74  tons  by  'taking  advantage  of  momentum. 


EXAMPLE  2.— What  should  be  the  weight  on  driving  wheels  of  a  locomotive  with  pony 
truck  and  separate  tender  for  it  to  be  able  on  special  test  to  start  40  tons  on  a  4  per  cent 
grade,  the  conditions  involving  a  resistance  of  rolling  friction  of  8  pounds  per  ton? 


Turning  to  Table  II,  and  following  the  horizontal  line  for  4  per  cent  grade,  it  is  evident 
that — not  allowing  for  weight  of  tender  nor  for  weight  on  pony  truck — a  locomotive  with 
23,000  pounds  on  the  driving  wheels  is  required.  Allowing  10  tons  to  cover  weight  of  tender 
and  wreight  on  pony  truck,  and  considering  this  weight  as  practically  part  of  the  train,  a  total 
weight  of  50  tons  is  to  be  provided  for,  and  this  is  seen  to  require  a  locomotive  with  28,000 
pounds  on  the  driving  wheels. 


EXAMPLE  3. — It  is  desired  to  haul  a  train  of  50  tons,  with  conditions  involving  30  pounds 
per  ton  resistance  of  rolling  friction,  with  a  saddle-tank  locomotive,  which,  under  average 
conditions,  is  30,000  pounds  total  weight,  of  which  22,000  pounds  is  on  the  driving  wheels 
and  the  remainder  on  pony  truck;  how  steep  a  grade  is  practicable,  running  the  engine  at 
three-fourths  its  full  power? 


To  the  50-ton  train  the  4  tons  carried  on  the  engine  truck  is  added,  making  a  total  of  54 
tons;  this  is  increased  by  one-third,  making  72  tons,  to  cover  the  weight  of  train  that  could 
be  hauled  with  the  engine  working  at  full  power.  Turning  to  Table  IV,  under  the  column 
for  22,000  pounds  on  driving  wheels  it  is  seen  that  a  locomotive  of  this  weight  can  start  77 
tons  on  a  grade  of  1  per  cent,  or  09  tons  on  a  grade  of  1%  per  cent.  The  steepest  practicable 
grade  would  therefore  be  between  1  per  cent  and  \V4  per  cent;  or,  if  the  engine  should  be 
used  at  its  full  power  and  a  load  of  not  over  54  tons  be  considered,  it  will  be  noted  that  a  grade 
of  very  nearly  '2  per  cent  would  be  practicable. 


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163 


TOTAL  WEIGHTS  ON  DRIVING  WHEELS  IN  POUNDS 

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The  above  table  is  especially  valuable  for  determining  at  a  glance  approximately  the  we 
stated  loads  up  stated  grades.  The  exact  weight  and  the  design  may  then  be  determined  accoi 
frictional  resistance,  curves  and  other  conditions. 
NOTE.  —  In  the  case  of  saddle-tank  engines,  it  is  well  to  make  a  deduction  from  the  weigh 
the  tank  being  only  partly  full  under  average  conditions.  In  the  case  of  locomotives  with  sep; 
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weight  of  train,  particularly  on  very  steep  grades.  Speed  is  not  taken  into  account. 

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164 


PORTER      COMPANY 


Table  II.  Approximate  Hauling  Capacity,  Average  Good  Cars,  8  Pounds  per  Ton 

Resistance  of  Rolling  Friction 

Showing  weight  in  tons  of  2,000  pounds  of  heaviest  trains,  exclusive  of  the  locomotive;  inclusive  of  weight  of  cars  and 

lading  (and  tender,  if  any)  ;  which  locomotives  with  4,000  to  80,000  pounds  on  the  driving  wheels  can  haul  on  straight  track  in 

good  order  on  grades  from  Absolute  Level  to  1  1  feet  per  100.  The  Tractive  Force  is  assumed  to  be  one-fifth  of  the  weight  on 
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Table  III.  Approximate  Hauling  Capacity,  Poor  Cars,  15  Pounds  per  Ton  Resistance  of 
Rolling  Friction 

Showing  weight  in  tons  of  2,000  pounds  of  heaviest  trains,  exclusive  of  the  locomotive;  inclusive  of  weight  of  cars  and 
lading  (and  tender,  if  any)  ;  which  locomotives,  with  4,000  to  80,000  pounds  on  the  driving  wheels,  can  haul  on  straight  track 
in  good  order  on  grades  from  Absolute  Level  to  11  feet  per  100.  The  Tractive  Force  is  assumed  to  be  one-fifth  of  the  weight  on 
driving  wheels. 

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of  locomotive  needed  to  haul 
ig  to  the  kind  of  traffic,  exact 

on  driving  wheels  to  allow  for 
ite  tender,  the  tender  must  be 
>e  deducted  to  arrive  at  the  net 

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The  above  table  is  especially  valuable  for  determining  at  a  glance  approximately  tl 
stated  loads  up  stated  grades  The  exact  weight  and  the  design  may  then  be  determinec 
frictional  resistance,  curves  and  other  conditions. 
NOTE.—  In  the  case  of  saddle-tank  engines  it  is  well  to  make  a  deduction  from  th 
the  tank  being  only  partly  full  under  average  conditions.  In  the  case  of  locomotives  w] 
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169 


TOTAL  WEIGHTS  ON  DRIVING  WHEELS  IN  POUNDS 

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170  HK     PORTER     COMPANY 

Grades 

Grades   are   stated   in   various   ways 

i st.  The  usual  engineer's  method  by  per  cent,  or  the  number  of  feet 
rise  per  100  feet  of  track,  fractions  of  a  foot  being  expressed  generally  in 
tenths  of  a  foot  instead  of  in  inches. 

To  reduce  grade  stated  in  per  cent  (or  feet  rise  per  100  feet  of  length) 
to  feet  per  mile,  multiply  by  52^. 

EXAMPLE. — 3  per  cent,  or  3  per  100,  is  equivalent  to  3  x  52.8  =  158^  feet  per  mile. 


2d.  The  American  railroad  method  is  to  state  the  number  of  feet  rise 
in  a  distance  of  i  mile. 

To  reduce  grade  stated  in  feet  per  mile  to  grade  stated  in  feet  per  100 
or  per  cent,  divide  by  52.8. 

EXAMPLE. — 396  feet  per  mile—f-  52.  =  871A  feet  per  100,  or  7^  per  cent. 


3d.  The  English  method  is  to  state  in  feet  the  distance  in  which  the 
grade  rises  i  foot. 

To  reduce  grade  stated  in  the  English  method  of  a  certain  number  of  feet 
length  per  one  foot  rise,  to  grade  in  feet  per  mile,  divide  5,280  by  the  given 
number. 

EXAMPLE. — A  grade  of  1  in  20  is  equivalent  to  5,280  -|—  20  =  264  feet  per  mile. 


To  reduce  grades  stated  in  the  English  method   to   grades  in  per  cent 
or  feet  per  100,  divide  100  by  the  given  number. 

EXAMPLE. — A  grade  of  1  in  40  is  equivalent  to  100^-40  =  2^2   per  cent,  or  2l/2  feet 
per  100. 


4th.  Grades  may  be  stated  as  a  rise  of  so  many  feet  or  inches  in  a  num- 
ber of  yards  or  rods  or  feet,  as  2  inches  per  rod,  2  feet  in  150  yards;  etc. 

To  reduce  grades  irregularly  stated  to  grades  in  feet  per  mile,  multiply 
the  rise  in  inches  by  5,280,  and  divide  by  the  length  of  the  grade  in  inches. 

EXAMPLE.— A  grade  of  5  inches  in  \%  rods.  Multiply  5  by  5,280  =  26,400;  divide  by 
297  (the  number  of  inches  in  1  yz  rods)  =  88  jo  feet  per  mile. 


To  reduce  grades  irregularly  stated  to  grades  in  feet  per  100  or  per  cent, 
multiply  the  rise  in  inches  by  too,  and  divide  by  the  length  of  the  grade  in. 
inches. 

EXAMPLE.— A  grade  of  6  inches  in  10  yards.  Multiply  6  by  100  =  600;  divide  by  360 
the  number  of  inches  in  10  yards)  --  1.66  +  ,  or  \%  feet  per  100,  or  \%  per  cent  grade. 


PITTSBURGH      PA  171 

5th.  Grades  are  sometimes  stated  in  degrees,  or  the  amount  of  angle 
which  the  incline  makes  from  the  level,  and  measured  in  degrees  of  a  circle, 
360  degrees  to  the  entire  circle,  an  angle  of  45  degrees,  or  half-way  between 
horizontal  and  perpendicular,  being  one-eighth  of  an  entire  circle.  This  is  a 
very  inconvenient  method  of  stating  railroad  grades.  The  rise  of  the  grade 
is  the  sine  of  the  angle,  and  must  be  figured  out  by  tables  of  the  length  of  sines 
of  angles  in  proportion  to  the  radius,  the  length  of  the  grade  being  represented 
as  the  radius.  Consequently,  if  the  grade  be  taken  as  100  feet  long,  the  sine 
of  the  angle  will  state  the  grade  in  feet  per  100. 


Easy  Method  of  Measuring  Heavy  Grades 

Of  course,  the  proper  way  of  determining  grades  is  by  surveyor's  instru- 
ments. But  where  the  grade  varies  many  times  in  a  distance  of  a  few  hundred 
feet,  it  is  quite  as  important  to  know  the  maximum  as  the  average  grade.  In 
such  cases  it  is  sufficiently  accurate  to  use  a  straight  edge  100  inches  long, 
and,  leveling  it  with  an  ordinary  spirit  level,  to  measure  in  inches  from  bottom 
of  straight  edge  to  top  of  rail.  This  gives  the  grade  in  per  cent,  which  can  be 
reduced  to  feet  per  mile  by  multiplying  by  52.8.  A  few  trials  in  different 
places  will  readily  determine  the  ruling  grades.  On  very  low  grades  this 
method  is  not  practicable,  but  it  is  useful  on  most  of  the  roads  where  our 
special-service  engines  are  running,  the  grades  varying  from  i  to  10  per  100- 


172 


H      K      PORTER      COMPANY 


Comparison  of    Different    Methods  of    Designating   the 

Same    Grades 


ENGINEERS' 

METHOD 

ENGLISH 
METHOD 

AMERICAN  RAIL- 
ROAD METHOD 

l/s 

of  i  per  cent  or  i 

l/2  inches  per  100  feet 

=  i   in  800 

6i60-  ft.  per  mile 

X 

of  i                          3 

100    '          =i   in  400 

=    ^O 

l/2 

of  i             "           6 

loo    "        =i   in   200 

=    26,*, 

% 

of  i                         9 

11           loo    "        =i   in   150 

=  39i°o 

I 

per  cent  or  i  foot  o 

loo    "        =  i   in   loo               =   52i8o 

*X 

1     "    3 

loo    "        =i   in     80 

=  66 

Il/2 

i     "    6 

IOO      " 

=  i   in     66 

=  79i2o 

i|4 

i     "    9 

loo     "        =1   in     54  + 

-  92  A 

2 

2  feet  o 

100     '          =i    in     50 

=  I05iGo 

2>4 

2     "   3 

IOO       " 

=  i   in     44  + 

=  118^, 

*YZ 

2       "     6 

IOO      ' 

=  i   in     40 

=  132 

2% 

2     "  9 

IOO      " 

==i   in     36  + 

=  i45T8o 

3 

3     "   o 

I  OO       ' 

=  I   in     33  1A 

=  I58i4o 

sX 

3         3 

IOO      " 

=  i   in     31  — 

=  I7Iifio 

3/^ 

3     "   6 

IOO      " 

=  i   in     28  + 

=  184/0 

3^ 

3     "  9 

IOO      " 

=  i  in     26  + 

=  198 

4 

4     "   o 

IOO       " 

=  i   in     25 

=  2  Hi2,) 

4>2 

4     "   6 

IOO 

=  i   in     22  + 

=237i6o 

5 

5     "   o 

IOO      " 

=  i   in     20 

=264 

5/ 

5     "   6 

IOO      " 

=  i   in      18  + 

=  290  A 

6 

6     "   o 

IOO      " 

=  i   in      i623 

=3  1  6  JS((- 

by,. 

6     "   6 

IOO 

=  i   in      15  + 

=343  UT 

7 

7     "   o 

loo     "         =i    in      14  + 

=369iG0 

7>^ 

7     "  6 

IOO      ' 

=  i   in     13  + 

=396 

8 

8     "   o 

IOO      " 

=  i  in      12^ 

=  422,40 

8/2 

8    "   6 

IOO      " 

=  i   in      12  — 

=448T8n 

9 

9     "   o 

I  OO       ' 

=  i   in     11  + 

=475i2o 

9/^ 

9     "   6 

IOO      " 

=  i   in     10  + 

=  501/0 

10 

10     "   o 

IOO       " 

=  i   in     10 

=  528 

io>^ 

10     "6 

IOO      " 

=  i   in       9  Yi  + 

==554i4o 

1  1 

II       "     0 

i  oo               =  i   in       9  + 

=  58oT8o 

Hl/2 

ii     "   6 

100    "        =i   in       82/3-|- 

=6o7j20 

12 

"              12       "     0 

100      " 

=  i   in       8  + 

=633ie«5 

PITTSBURGH      PA  173 


Curves 


The  simplest  way  of  designating  a  railroad  curve  is  by  giving  the  length 
of  the  radius — i.e.,  the  distance  from  the  center  to  the  outside  of  the  circle, 
or  one-half  the  diameter.  The  shorter  the  radius  the  sharper  the  curve. 
The  length  of  the  radius  is  usually  stated  in  feet;  but  English  engineers  often 
state  the  radius  in  chains  (one  chain  =  66  feet).  The  length  of  the  radius  of 
a  railroad  curve  is  measured  to  the  center  of  the  track. 


Civil  engineers  designate  railway  curves  by  degrees  (using  the  sign  °  for 
degrees  and  "  for  minutes,  there  being  60  minutes  in  one  degree).  The  sharp- 
ness of  the  curve  is  determined  by  the  "degree  of  curve,"  or  the  number  of 
degrees  of  the  central  angle  subtended  by  a  chord  of  100  feet.  Or,  in  other 
words,  let  two  lines  start  from  the  center  of  a  circle  in  the  shape  of  a  V,  so 
that  the  angle  at  the  point  of  the  V  is  one  degree  (equivalent  to  :U1.0  of  a 
complete  circle),  then,  if  the  two  sides  of  the  V  are  prolonged  until  they  are 
100  feet  apart,  any  part  of  a  circle  made  by  using  one  of  these  lines  for  its 
radius  is  a  "one-degree  curve."  The  exact  length  of  radius  which  with  an 
angle  of  one  degree  has  a  chord  of  100  feet  is  found  to  be  5,729.65  feet.  For 
sake  of  convenience  5,730  feet  is  usually  taken  as  the  radius  of  a  one-degree 
curve.  If  the  angle  at  the  point  of  the  V  is  two  degrees  and  the  sides  are 
prolonged  until  100  feet  apart,  the  length  of  each  side  is  (almost  exactly)  one- 
half  as  long  as  when  the  angle  is  one  degree,  or  one-half  of  5,730  =  2,865  feet. 
For  a  three-degree  curve  the  radius  is  one-third  of  5,730;  for  a  four-degree 
curve  one-fourth  of  5,730;  and  so  on.  For  perfect  exactness  the  length  of  100 
feet  should  be  measured  not  along  a  straight  line  connecting  the  ends  of 
the  V,  but  along  the  line  of  the  circle  of  which  the  sides  of  the  V  are  radii  —  i.  e., 
the  arc  should  be  used  and  not  the  chord.  The  difference,  however,  is  so  slight 
for  any  curves  ordinarily  used  on  main  lines  of  standard  gauge  railroad  as  to 
be  ignored  in  practice.  But  for  extremely  sharp  curves,  such  as  our  locomo- 
tives both  wide  and  narrow  gauge  are  built  for,  a  considerable  mathematical 
error  would  be  involved  by  the  use  of  i  oo-foot  chords  and  calculating  the  length 
of  the  radius  by  dividing  5,730  by  the  degree  of  curve.  The  ratio  of  this  error 
increases  with  the  degree  of  curve,  since  the  error  is  caused  by  neglecting  the 
difference  between  the  length  of  the  chord  and  of  the  arc  (e.  g.,  a  6o-degree 
curve  and  i  oo-foot  chord  mathematically  compels  100  feet  radius  instead  of 
95^  feet;  a  9o-degree  curve  and  r  oo-foot  chord,  71+  feet  radius  instead  of 
63.6  feet). 


In  practice,  however,  the  formula  of  dividing  5,730  by  the  degree  of  curve 
(R  =  —  ,y^)  is  almost  universally  used,  and  the  mathematical  error  is  avoided 
by  using  two  5o-foot  chords  for  curves  ranging  from  10  to  16  degrees,  and  four 


174 


H      K      PORTER      COMPANY 


25-foot  chords  for  curves  ranging  from  17  to  30  degrees,  and  further  sub- 
dividing for  sharper  curves,  since  this  almost  exactly  balances  the  error,  and 
it  is  also  a  practical  necessity  in  laying  out  sharp  curves  to  use  short  chords. 

For  extremely  sharp  curves,  or  say  100  feet  radius  or  less,  it  is  usual  to 
express  the  curve  by  feet  radius  rather  than  by  degrees.  The  table  following 
is  computed  by  the  formula  R=AJ^9,  and  fractions  of  feet  are  not  taken 
into  account. 


NOTE. — The  above  engineers'  method  of  designating  the  rate  of  curvature  of  a  railway 
curve  must  not  be  confounded  with  the  number  of  degrees  of  a  circle  occupied  by  the  curved 
portion  of  the  track;  thus  a  curved  track  making  a  quarter  turn,  equivalent  to  a  right  angle, 
will  always  be  90  degrees  of  a  circle  (360  degrees  =  the  whole  circle)  no  matter  whether  the 
curve  is  an  easy  one  with  a  long  radius  or  a  sharp  one  with  a  short  radius. 


Table  Showing  Lengths  of  Radius  in   Feet   (Fractions 
Disregarded)  for  Curves  from  One  to  Sixty  Degrees 


DEGREES 

RADIUS 

DEGREES   RADIUS 

DEGREES 

RADIUS 

i   = 

5730  feet 

21   =  273  feet 

41 

140 

feet 

2    = 

2865 

22   =  260 

42 

136 

" 

3   = 

1910 

23      249 

43 

*33 

" 

4  = 

1432 

24   =  239 

44 

130 

" 

5  = 

1  146 

25   =  229 

45 

127 

'  ' 

6  == 

955  " 

26    =    220 

46 

I25 

*  * 

7  = 

819  " 

27    =    212 

47 

122 

*  * 

8   = 

717  " 

28    =    205 

48 

II9 

" 

9   = 

637 

29    =    198 

49 

II7 

*  * 

10 

573 

30    =    191    " 

50   = 

IJ5 

" 

ii 

521 

31         l85 

51   = 

112 

*  t 

12 

478 

32         179 

52   = 

I  10 

" 

I3   = 

441 

33      J74 

53 

I  08 

*  * 

M 

410 

34      169 

54 

106 

*  * 

15 

382  " 

35   =   163 

55 

104 

" 

16 

358  " 

36      159 

56  = 

102 

" 

17   = 

337 

37      155 

57 

100 

" 

18   = 

3i8 

38   =   151 

58  = 

99 

" 

19   = 

302 

39      147 

59   = 

97 

" 

20    = 

287  " 

40      M3  " 

60  = 

95 

'  ' 

PITTSBURGH      PA  175 


Rule  for  Measuring  the  Radius  of  a  Sharp  Curve 


Stretch  a  string,   say   20  feet  long,   or  longer  if  the 
curve  is  not  a  sharp  one,  across  the  curve  corresponding 
B  c    to  the  line  from  A  to  C  in  the  diagram.     Then  measure 

from  B,  the  center  of  the  line  A  C,  and  at  right  angles  with  it,  to  the  rail  at  D. 
Multiply  the  distance  A  to  B,  or  one -half  the  length  of  the  string  in 
inches,  by  itself;  measure  the  distance  D  to  B  in  inches,  and  multiply  it  by 
itself.  Add  these  two  products  and  divide  the  sum  by  twice  the  distance 
from  B  to  D,  measured  exactly  in  inches  and  fractional  parts  of  inches.  This 
will  give  the  radius  of  the  curve  in  inches. 


It  may  be  more  convenient  to  use  a  straight  edge  instead  of  a  string. 
Care  must  be  taken  to  have  the  ends  of  the  string  or  straight  edge  touch  the 
same  part  of  the  rail  as  is  taken  in  measuring  the  distance  from  the  center. 
If  the  string  touches  the  bottom  of  the  rail  flange  at  each  end,  and  the  center 
measurement  is  made  to  the  rail  head,  the  result  will  not  be  correct. 


In  practice  it  will  be  found  best  to  make  trials  on  different  parts  of  the 
curve  to  allow  for  irregularities.  It  is  best  not  to  measure  across  from  one 
end  of  the  curved  track  to  the  other  even  when  the  curve  is  so  located  that 
this  is  possible,  since  if  any  portion  of  the  straight  track  at  either  end  of  the 
curve  is  included  the  results  will  be  incorrect.  This  rule  does  not  apply  to 
curves  of  over  one-half  circle  if  the  line  is  drawn  connecting  the  two  ends  of 
the  curve.  It  is  a  good  plan  to  make  the  measurement  on  the  inside  of  the 
outer  rail  of  the  curve,  as  this  is  often  more  convenient.  In  this  case  one- 
half  of  the  width  of  gauge  should  be  deducted  from  the  radius  when  calcu- 
lated, as  the  radius  of  the  curve  should  be  measured  to  the  center  of  the 
track. 


EXAMPLE. — Let  A  C  be  a  20-foot  string;  half  the  distance,  or  A  B,  is  then  10  feet,  or  120 
inches.  Suppose  B  D  is  found  on  measurement  to  be  3  inches.  Then  120  multiplied  by  120 
is  14,400,  and  3  multiplied  by  3  is  9;  14,400  added  to  9  is  14,409,  which,  divided  by  twice  3, 
or  6,  equals  2,401^  inches,  or  200  feet  1^  inches,  which  is  the  radius  of  the  curve. 


\        TD  ;)          I          Tl       Y)  2 

The  formula  is  thus  stated:    •  R  D       " 


I203    _|_    3  3 

Or  applied  to  the  above  example,  =   2,401^  in.   =    200  ft. 

2x3 


176 


H      K      PORTER      COMPANY 


Laying  Out  Curves 


It  is  hardly  within  the  limits  of  a  condensed  catalogue  of  locomotives 
to  cover  fully  a  subject  so  technical  as  the  laying  out  of  railroad  curves.  In 
cases  where  the  services  of  a  professional  surveyor  cannot  be  obtained  it  is 
possible  to  lay  out  curves  without  surveyors'  instruments. 

In  the  diagram  the  straight  track  is  represented  by  the  line  A — Si.  The 
point  where  the  curve  is  to  begin  is  noted  as  Station  One  (Si).  Continue 

the  straight  line  beyond  Si,  as 
shown  by  line  C  (/.  <?.,  from  Si 
to  2),  a  distance  of  100,  50,  or 
25  feet,  according  to  how  sharp 
a  curve  is  to  be  laid  out  or 
whether  the  situation  is  cramp- 
ed or  not,  as  shown  by  the 
table  below.  Start  from  Sta- 
tion Si  with  a  line  or  chain  of 
length  C,  as  given  by  the  table. 
From  the  end  of  this  line  C 
measure  the  offset  D,  of  length 
as  given  in  the  table,  to  Sta- 
tion Two  (82),  so  that  its  dis- 
tance from  Station  Si  is  also 
measured  by  the  line  C.  Then  measure  from  82  the  same  offset  D  to  point 
3,  making  distance  from  point  3  to  Si  also  the  same  as  line  C.  A  line  drawn 
from  Si  to  point  3  and  continued  in  the  same  direction  an  additional  distance 
C  fixes  the  next  point,  Station  Three  (83).  Making  from  83  another  offset 
D,  so  that  the  distance  82  to  83  and  82  to  4  are  each  the  length  of  line  C, 
and  prolonging  the  line  82 — 4  in  a  straight  line  an  additional  distance  C, 
fixes  Station  Four  (84).  Thus  the  points  on  the  curve  have  been  fixed  Si, 
82,  83,  and  84.  The  same  process  is  continued  until  a  point  is  reached  where 
it  is  desired  to  discontinue  the  curve  and  lay  straight  track. 

In  cramped  locations  the  length  of  the  line  0  (which  is  the  chord  of  the 
arc)  can  be  decreased  to  one-half  or  one-quarter  of  the  lengths  given  in  the 
table  below,  and  the  corresponding  offset  D  will  be  respectively  one-quarter 
and  one-sixteenth  of  the  lengths  given  in  the  table.  In  the  table  the  length 
of  the  line  C  is  taken  at  100  feet  for  curves  i  to  12  degrees;  50  feet  for  curves 
of  13  to  24  degrees,  and  25  feet  for  sharper  curves;  and  for  the  reason  that 
for  the  sharper  curves  the  situation  is  usually  so  cramped  that  measuring 
the  longer  distances  is  impracticable.  In  the  diagram  the  line  R  is  the 
radius  of  the  curve,  but  the  formation  of  the  ground  where  the  curved  track 
is  to  be  laid  is  supposed  to  be  such  that  it  is  impossible  to  fix  a  pin  at  the 
center  of  the  circle,  and  in  this  way,  by  using  a  line  of  the  proper  length,  to 
describe  the  circle. 


PITTSBURGH      PA 


177 


Table  of  Radii  and  Deflections  for  Curves 


Radius  R 
in  Feet 


Offset  D 

in  Feet 

C  =  100  Feet 


Radius  R 
in  Feet 


Offset  D 

in  Feet 

C =50  Feet 


Offset  D 

Radius  R          in  Feet 
mFeet        c  =  23Fcct 


I 

5.730 

87     ^3 

441 

2 

-83 

25 

229 

i 

362 

2 

2,865 

i 

74    14 

410 

3 

•°5 

26 

220 

i 

405 

3 

1,910 

2 

62    15 

382 

3 

.27 

28 

205 

i 

4 

!>433 

3 

49     1  6 

358 

3 

.48 

30 

i 

615 

5 

1,146 

4 

36 

[7 

337 

3 

•7 

32 

179 

i 

72 

6 

955 

5 

23 

18 

318 

3 

92 

36 

Z59 

i 

935 

7 

819 

6 

10 

J9 

302 

4 

J3 

40 

J43 

2 

14 

8 

717 

6 

98 

20 

287 

4 

35 

44 

130 

2 

34 

9 

637 

7 

85 

21 

273 

4 

56 

5° 

2 

64 

10 

573 

8 

72 

22 

260 

4 

77 

60 

95 

3 

125 

1  1 

521 

9 

58 

23 

249 

4 

98 

12 

478 

10 

45    24 

239 

5 

2 

The  offset  D  for  given  radius  R  and  chord  C  is  found  from  formula  D  =  C" 

2R 

NOTE. — For  extremely  sharp  curves,  say  20  to  50  feet  radius,  it  is  practicable  to  lay  off 
the  curve  by  the  above  method  at  one-twelfth  the  usual  scale  by  using  inches  throughout 
instead  of  feet;  for  example,  in  case  of  a  30-foot  radius  curve  (radius  360  inches)  the  formula 
for  16-degree  curve,  substituting  inches  for  feet,  using  a  50-inch  chord  and  3.48-inch  offset, 
will  give  sufficiently  close  results. 


The  Resistance  of  Curves 


The  frictional  resistance  to  the  passage  of  trains  around  curves  is  very 
considerable,  and  is  also  extremely  variable.  The  shorter  the  radius  of  the 
curve  the  greater  is  the  resistance;  also  the  length  of  the  wheel-bases  of  loco- 
motive and  of  the  cars,  the  elevation  of  the  outer  rail,  the  speed,  the  condition 
of  track  and  rolling  stock,  the  length  of  the  train  and  the  length  of  the  curved 
track,  and  other  matters  influence  the  resistance,  so  that  no  one  formula  will 
apply  to  all  cases.  If  the  gauge  of  track  on  curves  is  not  sufficiently  widened 
to  prevent  the  wheels  from  binding  against  the  rails  the  resistance  may  be  ex- 
cessive. 


Excessive  or  irregular  curves,  and  especially  sharp  curves  in  connection 
with  steep  grades,  are  to  be  avoided,  as  they  greatly  decrease  the  loads  which 
locomotives  can  handle,  limit  the  amount  of  business  practicable,  and  increase 
the  cost  of  operation  and  the  repairs  required  for  track  and  rolling  stock.  It  is 
preferable  to  increase  the  distance  or  the  expense  of  track  construction,  rather 
than  for  sake  of  saving  in  first  cost  to  lose  continuously  in  operating  expenses. 


178  H      K      PORTER      COMPANY 


Compensation,  or  Reduction  of  Grade  on  Curves 


It  is  customary,  when  a  curve  occurs  on  a  grade,  to  reduce  the  grade 
on  the  curved  part  of  the  track  so  that  the  combined  resistance  of  the  flat- 
tened grade  and  the  curve  will  not  exceed  the  resistance  of  the  steeper  grade 
on  the  straight  part  of  the  track. 


In  practice  most  engineers  compensate  for  curves  on  grades  at  the  rate 
of  two  one-hundredths  of  a  foot  grade  in  each  100  feet  for  each  degree  of 
curvature. 


EXAMPLE. — If  a  20-degree  curve  comes  on  a  grade  of  5  feet  per  100,  the  grade  is  reduced 
20  x  j{}0  =  i4!,  of  1  foot,  which,  subtracted  from  the  original  grade  of  o  feet  per  100,  leaves 
4T%  feet  per  100  as  the  compensated  grade  on  the  curve;  or,  in  other  words,  a  grade  of  o  feet 
in  100  coming  on  a  straight  track  offers  the  same  resistance  as  a  grade  of  4  [6(|  feet  in  100  coming 
on  a  20-degree  curve. 


Where  the  grade  is  stated  in  feet  per  mile  the  equivalent  reduction  for 
each  degree  of  curvature  is  ly^Ho-  feet  per  mile. 


EXAMPLE. — A  20-degree  curve  coming  on  a  grade  of  264  feet  per  mile,  the  grade  is  re- 
duced 20  x  IrJjgo  =  21I1u3<j  feet,  which,  subtracted  from  264,  leaves  242 f&  feet  per  mile  as  the 
compensated  grade  on  the  curved  track. 


The  above  rule  works  well  within  the  limits  of  ordinary  railroad  practice 
where  excessive  grades  and  curves  are  not  required.  For  short  local  roads, 
such  as  are  used  for  mining  and  industrial  purposes,  where  very  heavy  grades 
and  very  sharp  curves  are  necessary,  the  rate  of  compensation  should  be 
increased.  On  narrow  gauge  three  one-hundredths  of  a  foot  per  degree  of 
curvature  gave  the  best  results  with  4o-degree  curves  on  4  per  cent  grades. 

Sharper  curves  may  be  used  on  narrow  gauge  than  on  wide  gauge,  be- 
cause there  is  less  difference  between  the  length  of  the  inner  and  outer  rails 
on  curves  of  the  same  radius,  and  because  narrow-gauge  rolling  stock  usually 
has  a  shorter  wheel-base. 


PITTSBURGHPA  179 


Gauge  of  Track  Widened  on  Curves 


Theoretically,  in  order  to  pass  around  curves  perfectly,  every  axle  in  the 
train  should  point  to  the  center  of  the  curve,  and  the  outside  wheels  should 
be  larger  than  the  inner  wheels.  In  practice,  the  difference  in  size  of  the 
wheels  is  supposed  to  be  accomplished  by  coning  the  tread  of  each  wheel  so 
that  the  diameter  close  to  the  flange  is  greater  than  at  the  front  face.  But 
the  radial  position  of  the  axles  is  impracticable,  as  cars  and  locomotives  are 
built  so  that  two  or  more  axles  are  parallel.  On  sharp  curves  this  arrange- 
ment of  the  axles  causes  the  cars  and  locomotive  to  bind,  a  four-wheel  car 
or  truck  having  a  tendency  to  press  the  front  wheel  against  the  outside  rail 
and  the  rear  wheel  against  the  inside  rail.  On  this  account  the  usual  amount 
of  clearance  between  the  rails  and  wheel  flanges  must  be  increased.  The 
exact  amount  of  additional  width  of  gauge  required  on  a  curve  depends  on 
the  radius  of  the  curve,  the  gauge  of  track,  and  the  wheel-bases  of  the  rolling 
stock,  and  no  rule  can  be  given  which  will  apply  to  all  cases.  The  width  of 
the  tread  of  the  wheels  limits  the  amount  of  extra  width  of  gauge  practicable. 
Actual  trial  has  proved  that  on  narrow  gauge,  with  locomotives  and  cars  of 
short  wheel-base  and  with  sharp  curves,  that  a  good  rule  is  to  widen  the 
gauge  of  track  one-sixteenth  of  an  inch  for  each  2^  degrees  of  curvature; 
i.  e.,  a  4o-degree  curve  calls  for  one  inch  increase  in  gauge  of  track.  On 
extremely  sharp  curves,  such  as  are  often  used  about  manufactories,  mines, 
etc.,  it  is  well  to  widen  the  gauge  as  much  as  can  be  done  and  still  secure  a 
safe  amount  of  bearing  on  the  rail  for  the  car  wheels,  allowing  for  wear  of 
flanges  and  for  wheels  hugging  one  rail.  When  a  six-driver  locomotive,  with 
the  center  drivers  flangeless,  is  used  on  an  extremely  sharp  curve,  it  may  be 
advisable  to  lay  extra  rails  inside  of  the  outer  rail  and  outside  the  inner  rail. 


180  HKPORTERCOMPAXY 


Elevation  of  Outer  Rail  on  Curves 


In  passing  around  curves  the  centrifugal  force  tends  to  tip  over  the  roll- 
ing stock  and  to  crowd  the  wheels  against  the  outer  rail.  This  tendency  in- 
creases with  increased  speed,  and  is  greater  in  the  case  of  a  sharp  curve  than 
an  easy  curve.  To  counteract  this  tendency — which  at  a  very  high  rate  of 
speed  might  derail  the  train — it  is  desirable  to  elevate  the  outer  rail  of  a 
curved  track  so  that  the  train  will  lean  inward  to  such  an  extent  that  at  the 
desired  rate  of  speed  there  will  be  no  more  pressure  against  one  rail  than 
against  the  other.  Where  the  same  track  is  used  for  both  slow  and  fast 
trains  it  is  usual  to  elevate  the  outer  rail  to  suit  the  fast  train.  Excessive 
speeds  around  very  sharp  curves  are  altogether  impossible. 

It  is  customary  to  elevate  the  outer  rail  one-half  inch  for  each  degree  of 
curvature  on  roads  of  56^-inch  gauge  of  track,  and  for  speeds  of  25  to  35 
miles  per  hour.  For  narrower  gauges  the  elevation  is  proportionately  less. 
Thus,  if  on  standard  (56^2-inch)  gauge  with  a  speed  of  30  miles  per  hour  on 
a  lo-degree  (573  feet  radius)  curve  the  outer  rail  is  elevated  5  inches,  on  a 
gauge  of  track  28^4  inches  the  elevation  would  be  2^  inches.  The  elevation 
of  the  outer  rail  on  36-inch  gauge  should  be  very  nearly  two-thirds  of  the 
elevation  for  56^-inch  gauge  for  the  same  speed  around  the  same  curve. 
The  above  rule  is  only  approximate  and  requires  modification  for  curves 
much  sharper  than  10  degrees  and  for  speeds  much  less  than  15  to  20  miles 
per  hour.  If  the  outer  rail  is  elevated  exactly  the  proper  amount  it  will  be 
impossible  for  a  passenger  to  feel  any  sensation  of  tipping  or  rocking  motion 
while  the  train  is  on  the  curve.  The  exact  elevation  to  secure  this  result 
can  only  be  arrived  at  in  each  case  by  very  abstruse  calculations.  It  is  con- 
sidered the  best  practice  in  approaching  a  curve  to  begin  to  make  a  differ- 
ence in  the  level  of  the  two  rails  some  distance — say  50  or  TOO  feet — before 
the  curve  is  reached,  and  to  elevate  the  outer  rail  and  depress  the  inner  rail 
so  that  the  center  of  the  track  is  level.  The  best  difference  in  level  between 
the  two  rails  on  curved  track  can  only  be  determined  by  actual  trial  after 
the  track  is  complete. 

We  submit,  however,  a  Diagram  for  Elevation  of  outer  rail  on  curves  up 
to  70  degrees  and  for  speeds  up  to  60  miles  per  hour  for  a  standard  (56^- 
inch)  gauge  track. 

EXAMPLE. — What  should  be  the  elevation  of  the  outer  rail  for  standard  gauge  track  on 
a  20-degree  curve  for  a  speed  of  2o  miles  per  hour? 


The  rates  of  speed  are  noted  at  top  line  of  diagram ;  follow  down  the  line 
for  25  mile  per  hour  speed  until  it  intersects  the  curved  line  for  2o-degree 
curve — noted  on  bottom  line  of  diagram;  follow  from  this  intersection  to  the 
left-hand  margin,  which  gives  the  required  elevation  at  8^  inches. 


PITTSBURGH      PA 


181 


Elevation 


~~:\  Speed    miles  per*  hour  ):cr 


inches 
O 

1 
2 
3 
4 
5 

— 

^PP 

—  % 

v 

>         [( 

QvSv*- 

m\ 

)  L 
\\ 

^ 

m 
^ 

I  2 

:  

I 

0      2 

-*  —  -^ 

—  ^  — 

5       3 

^^ 

0  3 

5      4 

0      4 

5  ^ 

5_6 

6 

7 
8 
& 
1C 

\^SF 

4H 

j 
i 

^ 
MP= 

=HF 
r¥^ 
H^ 

1 

is  s  4 

111 

F\ 
V^'N 

^M 
=^ 

t^F 
4 

1  
—  ^  — 

—  \  — 
g 

! 

V~ 

r  

V  — 

\r±= 
^P 

v  —  V 

-j\  — 

§ 

1 

V  
—  x  — 

! 

V-  —  -\ 

—  ^  — 

0 

f 

1 

—  \^- 

-\^  — 

—  \-  — 

Crt 
O 

1 

1  Decree 


NOTE. — The  elevation  for  other  gauges  of  track  will  be  in  the  same  pro- 
portion, or  for 


24     inch  gauge,  42 /0-,  or  say  40  per  cent  of  elevation  for  56J^-inch  gauge 

30        "         "        53TV,  "       So         "                  "  "       "         " 

36        "         "        63TV,  "       60         "                  "  "       "         "          " 

39^    "         "        69lV,  "       66%     "  "       "         " 

42         "          " 


NOTE. — The  above  diagram  does  not  cover  unreasonably  fast  speeds  on 
sharp  curves,  and  does  not  provide  for  any  elevation  in  excess  of  10  inches 
on  standard  gauge. 


In  average  practice,  if  any  variation  is  found  advisable  from  the  results 
obtained  from  the  above  diagram,  it  will  probably  be  in  the  direction  of 
reduced  rather  than  of  increased  heights.  The  diagram  is  as  nearly  accurate 
as  practicable  for  track  laying,  and  modifications  may  be  made  after  practical 
tests. 


182  HK      PORTER      COMPANY 


Speed 

In  most  instances,  the  daily  mileage  which  our  locomotives  can  be  relied 
upon  to  maintain  is  determined  more  by  local  conditions—  such  as  the  length 
of  the  haul  and  the  time  required  to  exchange  trains  at  each  end  of  the  road  — 
than  by  the  ability  of  the  locomotive  to  make  excessive  speed.  In  any  case, 
the  speed  at  which  a  locomotive  can  haul  a  given  load  is  dependent  upon  many 
factors,  most  of  which  are  too  variable  to  be  covered  by  any  formula.  For 
these  reasons  we  have  refrained  from  any  mention  of  speed  in  connection  with 
our  figures  of  hauling  capacities  on  level  and  on  grades.  We  would  prefer  to 
ask  our  correspondents  to  furnish  us  with  a  memorandum  of  their  requirements 
as  explained  on  page  IT  of  this  catalogue,  which  will  enable  us  to  suggest  such 
sizes  and  designs  of  locomotives  as  will  in  our  judgment  cover  the  best  selec- 
tion. 

Some  general  facts  as  to  speed  may  be  of  interest. 

It  requires  more  power  to  start  a  train  than  to  keep  it  in  motion  after  it  has 
been  started.  This  is  due  to  the  fact  that  the  resistances  of  axle  friction  and  of 
flange  friction  are  greatest  in  starting  and  diminish  very  rapidly  as  the  train 
first  acquires  motion,  and  then  continue  to  diminish,  but  less  rapidly,  as  the 
train  speed  accelerates.  Journal  lubrication  is  more  perfect  at  high  speed  than 
at  slow,  and  in  cold  weather  when  oil  congeals  the  difference  is  greatest.  The 
lessening  of  flange  friction  with  increase  of  speed  is  believed  to  be  due  largely 
to  the  increase  of  momentum  and  to  the  tendency  of  a  body  in  motion  to  move 
in  a  straight  line.  For  these  reasons  a  locomotive  may  be  relied  upon  to  haul 
any  train  it  can  start. 

The  resistance  of  the  atmosphere  is  practically  zero  at  slow  speed,  but  is 
excessive  at  extreme  speed;  but  the  old  idea  that  the  resistance  increases  as 
the  square  of  the  speed  appears  to  be  an  error. 

Sharp  or  badly  laid  out  curves  or  uneven  track  may  wholly  prevent  a  rate 
of  speed  which  would  be  considered  moderate  on  good  straight  track. 

Car  trucks  out  of  square,  wheels  out  of  center,  wheels  mismatched  on 
axles,  and  other  rolling-stock  defects  are  accentuated  at  fast  speed. 

The  resistance  caused  by  a  strong  side  wind  may  be  negligible  with  small 
cars  at  slow  speed,  but  a  considerable  factor  with  large  cars  at  high  speed. 

The  resistance  due  to  grade  is  absolutely  constant  whether  speed  is  fast 
or  slow,  but  the  momentum  of  fast  speed  will  take  a  train  up  a  grade  of  con- 
siderable length  with  but  little  retarding,  while  the  same  grade  may 'stall  a 
slow-moving  train. 

No  locomotive  can  at  the  same  time  haul  its  heaviest  load  and  make  its 
fastest  speed.  As  speed  increases  the  available  tractive  force  decreases.  At 
slow  speed  the  mean  effective  pressure  is  estimated  at  85  percent  of  the  boiler 
pressure.  Steam  requires  time  to  move,  and  as  piston  speed  is  increased  the 
steam  from  the  boiler  cannot  get  into  the  cylinders  quick  enough  nor  the  ex- 
haust steam  be  expelled  quick  enough  to  maintain  the  same  mean  effective 
pressure  as  at  slow  speed,  and  from  mechanical  as  well  as  economic  reasons 
steam  must  be  used  expansively.  Together  with  the  loss  of  mean  effective 
pressure  at  high  speed  a  greater  amount  of  power  is  absorbed  in  forcing  ex- 
haust steam  through  the  exhaust  nozzles.  At  extreme  speeds  the  best 


PITTSBURGH      PA  18^ 

designed  fast  passenger  engines,  using  steam  expansively  in  the  most  efficient 
manner,  will  for  an  instant  compress  the  exhaust  steam  to  a  very  much 
higher  pressure  than  the  boiler  pressure.  The  ratio  of  loss  of  effective  tractive 
power  to  increase  of  speed  varies  greatly  with  the  design  of  the  locomotive. 
A  better  proportion  of  its  maximum  load  at  maximum  speed  can  be  hauled  by 
a  passenger  locomotive  than  by  a  freight  locomotive,  each  machine  being  well 
designed  for  its  distinctive  service.  This  is  because  the  passenger  locomotive 
with  its  large  driving  wheels  has  a  more  moderate  and  effective  piston  speed 
when  developing  high  train  speed  than  the  freight  engine  with  small  drivers 
at  less  train  speed.  This  results  in  the  apparent  paradox  that  a  passenger 
locomotive  can  haul  a  heavier  train  at  fast  speed  and  can  develop  more  horse- 
power than  a  much  heavier  freight  locomotive  with  larger  cylinders  and 
greater  tractive  force. 


Gauge  of  Track 


GAUGE   OF  TRACK 


The  gauge  of  track  of  a  railroad  is  always  the  distance  measured  in  the 
clear  between  the  rails,  as  shown  by  the  above  sketch.  A  three-foot  gauge 
track  should  measure  exactly  36  inches  in  the  clear  between  rails  on  straight 
track.  (There  are,  however,  some  tracks,  chiefly  for  industrial  purposes,  laid 
with  the  gauge  measured  from  outside  to  outside  of  rail  heads,  and  with  roll- 
ing stock  having  wheel-flanges  outside  instead  of  inside.)  The  gauge  of  track 
is  not  measured  between  the  flanges  of  rolling-stock  wheels,  and  it  is  a  mistake 
to  increase  the  track  gauge  for  sake  of  "clearance."  (But  see  page  i  79  as  to 
widening  track  gauge  on  curves.)  In  the  construction  of  locomotive  and  car 
wheels  the  proper  amount  of  clearance  or  side-play  is  provided,  as  shown  by 
the  accompanying  sketch,  one-half  actual  size,  showing  a  rail  with  a  wheel  of 
the  standard  flange  and  tread.  The  position  of  the  gauge-line  is  i  ^  inches 

from  the  back  face  of 
the  tire  ;  the  width  of 
tread  is  3  ^  inches  meas- 
ured from  the  gauge- 
line  ;  the  width  over  all 
is  5  inches;  the  depth 
of  flange,  i  ;^\  inches; 
—  the  taper  of  the  tread 
is  a1;,  per  inch. 

Customers  in  putt:ng 
on  new  tire  are  caution- 
ed to  locate  the  position 
by  the  gauge-lines  (or 
by  the  back  faces  of 
the  tires),  and  not  by 
making  the  front  faces 
of  tire  and  wheel  center 
come  flush,  since  these 
are  often  faced  off  for 
sake  of  finish. 


184 


H      K      PORTER      COMPANY 


Comparative   Cost   of   Operating  Animals  and   Light 

Locomotive 


Cost  per  year  of  operating  3   mules  and  3  drivers 


Where  Feed  and 
Labor  are  at 


Low  Prices 


Average  Prices          High  Prices 


3  mules'  feed,  har- 
ness, shoeing,  care, 
etc.,  for  365  days, 
each  per  day At  4oc.  =  $438.00 


At 


$1.25=81,368.75 


3  drivers'  wages, 300 

days,  each  per  day. 'At  $1.00=   900.00  At$i  .50=1,350.00       2.25=  2,025.00 
6  per  cent  interest, 

mules   worth   $100 

18.00 


each  . 


Total.  . 


81,356.00 


IO.OO 

82,189.25 


IO.OO 

83.411-75 


Cost  per  year  of  operating  one  of  our  light  locomotives  capable  of  doing  the 
work  of   10  to  40  mules  or  horses 


Where  Fuel  and  LQW  Prices  Average  Prices  High  Prices 

L/cibor  cirG  ciL 


Oil  and  repairs,  per 

year 850.00  $100.00  $200.00 

Fuel,  400  to  1,000 

pounds  coal,  or  14 

to    %    cord   wood. 

Costs    almost    no- 

thing    at    coal 

mines,     lumber 

mills,  etc.,  per  day.  At  2oc.=^$  60.00  At  Si. 00=8300.00  At  $3.00=8900.00 
Engineer's  wages, 

300  days,  per  day.  At  $1.75=  525.00  At  2.50=  750.00  At  3.25=975.00 
Boy  to  switch,  cou- 
ple, etc At  750.=  225. oo  At  1.00=  300.00  At  1.50=  450.00 

Interest,  6  per  cent, 

sav 150.00  150.00  150.00 


Total.  . 


$1,010.00 


$1,600.00 


$2,675.00 


The  above  calculations  demonstrate  that  on  an  average  where  three 
animals  and  three  drivers,  or  animals  and  drivers  in  different  proportion  but 
at  about  the  same  daily  expense,  are  used,  it  is  cheaper  to  operate  a  light 
locomotive.  From  $5  to  $6  per  day,  or  $1,500  to  $1,800  per  year,  is  a  reason- 
able allowance  for  the  cost  of  operating  a  light  locomotive  to  take  the  place 


PITTSBURGH      PA  185 


of  10  to  40  animals.  It  is  not  unusual  for  an  engine  to  save  its  cost  in  less 
than  a  year.  When  through  strikes  or  dullness  of  trade  an  engine  is  idle  it 
saves  money  as  well  as  when  it  is  busy;  only  a  few  cents'  worth  of  white  lead 
and  tallow  are  needed  for  it,  while  mules,  whether  idle  or  not,  must  be  fed. 

There  are  a  number  of  items  which  must  be  considered  in  a  fair  com- 
parison of  animals  with  locomotives,  which  vary  too  much  with  each  indi- 
vidual case  to  be  noted  in  the  table  given  on  page  184. 

A  locomotive  makes  so  much  quicker  time  than  animals  that  fewer  cars 
are  required  to  carry  a  greater  daily  total  of  tonnage.  This  effects  a  reduc- 
tion in  original  investment  that  may  nearly  amount  to  the  cost  of  the  loco- 
motive, and  also  reduces  materially  the  running  expenses.  This  reduction 
in  the  number  of  cars — the  engine,  with  quick  trips,  replacing  a  number  of 
teams  making  slow  trips — reduces  the  number  of  turnouts  needed.  In  one 
case,  one  of  our  engines  was  mostly  paid  for  by  the  sale  of  rails  from  extra 
track  that  was  no  longer  of  any  use. 

The  keeping  up  of  a  path  between  the  rails  for  animals  to  work  on,  the 
renewing  of  ties  worn  out  by  constant  trampling  over  them,  is  a  vexatious 
expense  avoided  by  the  use  of  a  locomotive.  This  item  often  amounts  to 
one  man's  continuous  time,  or  $T  to  $2  per  day. 

Even  where  a  large  sum  is  spent  in  keeping  up  a  footway,  the  chance  of 
accident  and  wear  and  tear  of  animals  is  greater  and  the  average  useful  life 
is  less  than  that  of  a  locomotive. 

The  relative  economy  increases  rapidly  with  the  length  of  the  road.  On 
a  track  of  a  quarter  of  a  mile  or  less  in  length,  the  locomotive,  although  much 
preferable,  would  not  have  so  much  advantage  as  on  a  road  half  a  mile  long. 
While  it  is  almost  impracticable  to  haul  with  mules  much  over  half  a  dozen 
miles,  freight  can  be  hauled  ten  miles  by  the  locomotive  cheaper  than  by 
mules  two  or  three  miles. 

These  incidental  savings,  which  are  not  included  in  the  table,  will  usually 
cover  the  additional  cost  if  heavier  rails  are  required,  and  also  of  any  changes 
of  grades,  curves,  mine  headings,  etc.,  as  may  be  advisable  for  the  most 
economical  use  of  the  locomotive. 

We  recommend  that  an  engineer  be  also  enough  of  a  mechanic  to  do  all 
light  repairs  and  keep  the  locomotive  in  good  order.  With  such  a  man  the 
item  of  repairs,  unless  the  engine  is  overworked,  should  not  average  for  say 
twenty  years  over  $50  to  $100  per  year.  The  amount  of  fuel  used  is  also 
considerably  dependent  on  the  engineer.  We  believe  a  liberal  salary  to  a 
good,  competent  engineer  the  best  policy.  Our  system  of  standard  templets 
enables  us  to  express  duplicate  parts  on  telegraphic  orders. 

We  believe  that  if  parties  who  are  doing  hauling  on  tramways  by  animals 
will  calculate  for  themselves  the  cost  of  operating,  their  own  figures  will  show 
more  than  ours  the  advantages  and  economy  of  substituting  light  locomotives. 


186 


H      K      PORTER      COMPANY 


Estimates   of   Cost  of   One   Mile  of  Railroad    Track 

Laid   with   Steel   Rails  Weighing    16,    20,  25,  30,  35,  40,  and  45 
Pounds  per  Yard 

The  following  estimates  are  for  the  track  ready  for  rolling  stock,  not 
including  survey,  right  of  way,  buildings,  tunnels,  bridges,  etc.  They  are 
intended  merely  to  give  a  basis  for  more  exact  calculations,  and  will  require 
modification  to  conform  to  variations  in  prices  of  material,  freight  charges, 
etc.  The  item  of  grading  is  very  variable,  and  the  lowest  figures  for  this  are 
for  easy  country  or  where  steep  grades  and  sharp  curves  are  used  to  avoid  ex- 
pense in  grading.  These  estimates  are  for  single  track  (z.  e.,  two  rails),  and 
no  allowance  is  made  for  sidings,  switches,  frogs,  crossings,  culverts,  etc. 

I. — Estimate  of  cost  of  one  mile  of  track  with   1 6-pound  steel  rails 


Rails   at 
$31  per  Ton 

Rails  at 
$36  per  Ton 

Rails  at 

$41  per  Ton 

25sWo    tons   of    16- 
pound  steel  rails.  . 
1,690  pounds  of 
3^x^  spikes.  .  .  . 
357  splice  joints.   .  . 
2,640  crossties  .... 
Grading  and  laying 
track 

At     $31  =$779.43 
At  2^c.=     42.25 

At       22C.=         78.54 

At     i5c.=  396.00 
=  300.00 

At 

At 
At 

At 

$36=$9o5.i4 

2%C.=        46.52 

25C.=     89.25 

20C.=     528.00 

=     5OO.OO 

At  $41  =$1,030.86 

At    30.=         50.70 
At  27c.=        96.39 
At  25c.  =      660.00 

=      700.00 

Total  per  mile.  .  .  . 

$1,596.22 

$2,068.91 

$2,537.95 

MEMO. — Each  $i  per  ton  variation  in  the  price  of  1 6-pound  rails  will 
make  a  difference  of  $25.14  per  mile. 

II. — Estimate  of  cost  of  one  mile  of  track  with  20-pound  steel  rails 


Rails  at 
$31  per  Ton 


Rails  at 
$36  per  Ton 


Rails  at 
$41  per  Ton 


3I29264°o  tons  of  20- 
pound  steel  rai!s.  .  At  $31  =$974. 29  At  $36=$!, 131. 42  At  $41  =$1,288.57 

2,710  pounds  of 

4Xr78  spikes At  2t4ac.=  65.04  At  216oC.=  70.46  At  2f%c.=  78.59 

357  splice  joints.   ..At  2jc.=     96.39  At     3oc.=   107.10  At     33C.=   117.81 

2,640  crossties  ....  At  i5c.=  396.00  At     2oc.=   528.00  At     25c.=  660.00 

Grading  and  laying 

track =  300.00  =  500.00  =  700.00 


Total  per  mile .... 


$1,831.72 


$2,336.98 


$2,844.97 


MEMO. — Each  $i  per  ton  variation  in  the  price  of  20-pound  rails  will 
make  a  difference  of  $31.43  per  mile. 


PITTSBURGHPA  187 

III. — Estimate  of  cost  of  one  mile  of  track  with  25-pound  steel  rails 


Rails  at 
$30  per  Ton 

Rails  at 
$35  per  Ton 

Rails  at 

$40  per  Ton 

39.VA  tons    of    25- 
pound  steel  rails  .  . 
3,495   pounds  of 
4x^2  spikes 

At  $30=$  i,  1  78.  5  7 
At2180?<|C.=     82.13 

At  $35=81,375.00 

At2,VoC.=       89.12 

At     35C.=    124.95 
At     25c.=    660.00 

=    600.00 

At  $40=$!,  571.  43 

At  2  ,8,H,c.=     99.61 
At     38c.=    135.66 
At     T>OC.=    792.00 

=    800.00 

357  splice  joints.  .  .  . 
2,640  crossties    .... 
Grading  and  laying 
track 

At     32C.=    114.24 
At     2oc.=    528.00 

=    400.00 

Total  per  mile  .  .  . 

$2,302.941                  $2,849.07 

$3.398-70 

MEMO. — Each  $i  per  ton  variation  in  the  price  of  25-pound  rails  will 
make  a  difference  of  $39.28  per  mile. 

IV. — Estimate  of  cost  of  one  mile  of  track  with  30-pound  steel  rails 


Rails  at 
$30  per  Ton 

Rails  at 

$35  per  Ton 

Rails  at 
$40  per  Ton 

4  7  2  Wo    tons    of    30- 
pound  steel  rails.  . 
3,950  pounds  of 
4^x^  spikes.  .  .  . 
357  splice  joints 

At  $3o=$i,  414.  28 
At2-3/>,c.=     92.82 

At       ^7C.=     I^2.OO 

At  $35=$i,65o.oo 

At2,5o5(jC.=   100.72 
At     4oc.=   142.80 
At     25c.=  660.00 

=  600.00 

At  $40=$!,  885.  71 

At  2^0.=   112.57 
At     43C-=   i53-5i 
At     300.=   792  oo 

=  800.00 

2,640  crossties  .... 
Grading  and  laying 
track    . 

At     2oc.=   528.00 

=  400.00 

Total  per  mile  .  .  . 

$2,567.19 

$3.!53-52 

$3-743-79 

MEMO.- — -Each  $i  per  ton  variation  in  the  price  of  30-pound  rails  will 
make  a  difference  of  $47.14  per  mile. 

V. — Estimate  of  cost  of  one  mile  of  track  with  35-pound  steel  rails 


Rails  at 
$30  per  Ton 

Rails  at 

$35  per  Ton 

Rails  at 
$40  per  Ton 

55  tons  of  3  5  -pound 
steel  rails  
3,950  pounds  of 
A^xVo  spikes 

At  $30  =  $!,  650.  oo 
At21*Tf()c.=     92.82 

At  $35=$i,925.oo 

At2/050c.=   100.72 
At     45c.=    160.65 
At     25C.=    660.00 

=    600.00 

At  $4o=$2,  200.00 

At218o5()c.=   112.57 
At     48c.=    171-36 
At     3oc.=    792.00 

=    800.00 

357  splice  joints..  .  . 
2,640  crossties  .... 
Grading  and  laying 
track 

At     42C.=    149.94 
At     2oc.=    528.00 

=   500.00 

Total  per  mile.  .  . 

$2,920.76 

$3,446.37 

$4,075-93 

MEMO. — Each  $i  per  ton  variation  in  the  price  of  35-pound  rails  will 
make  a  difference  of  $55  per  mile. 


188  H      K      PORTER     COMPANY 

VI. — Estimate  of  cost  of  one  mile  of  track  with  4o-pound  steel  rails 


Rails  at 
$30  per  Ton 

Rails  at 

$35  per  Ton 

Rails  at 
$40  per  Ton 

62i-o|o-    tons  of   40- 
pound  steel  rails  .  . 
4,185   pounds  of 
5x^2  spikes  
357  splice  joints.  .  .  . 
2,640  crossties   .... 
Grading  and  laying 
track  

At  $30=81,885.71 

At2yy>,c.=     98.35 
At      45C.=    160.65 
At     25c.=  660.00 

=   500.00 

At  $35=82,200.00 

At21v,,c.=   106.71 
At      5oc.=   178.50 
At     3oc.=   792.00 

=   700.00 

At  $4o=$2,5i4.28 

At  2^0.=   119.27 
At     55C.=   196.35 
At     35C.=  924.00 

=  1000.00 

Total  per  mile.  .  . 

S3.304-71                     $3,977.21 

$4,753.90 

MEMO. — Each  $i  per  ton  variation  in  price  of  40-pound  rails  will  make 
a  difference  of  $62.86  per  mile. 


VII. — Estimate  of  cost  of  one  mile  of  track  with  45-pound  steel  rails 


Rails  at 

$30  per  Ton 


Rails  at 
$35  per  Ton 


0-   tons  of    45- 
pound  steel  rails.  .  I  At  $30=  $2, 12 1.43  At  $35=82,475.00 


5,215   pounds  of 

5X-/6  spikes At  2^c. 

357  splice  joints. .  .  .  At  5oc.- 
2,348  crossties  .  .  .  .  At  3oc.: 
Grading  and  laying 

track.  . 


117.34  At  2T3050c.=  122.55 
178. 50  At  6oc.=  214.20 
704.40  At  4oc.=  939.20 


500.00 


=   700.00 


Rails  at 
$40  per  Ton 


At  $4o=$2,828-57 

At  2f6oC.=  135.59 
At  7oc.=  249.90 
At  50^=1174.00 

=  1000.00 


Total  per  mile .  .  . 


$3,621.67 


$4>45°-95[ 


$5,388.06 


MEMO. — Each  Si  per  ton  variation  in  price  of  40-pound  rails  will  make 
a  difference  of  $70.71  per  mile. 


PITTSBURGH      PA 


189 


Memorandum  of  Weights  and  Capacities  of  Cars  for 
Use  in  Estimating  Weights  of  Trains 


-wheel  fiat  car 


l-wheel  gondola  car 


-wheel  box  car 


4-wheel  flat  car 

4-wheel  gondola  car. 
4-wheel  box  car.   .  .  . 


Narrow  Gauge 

Wide 

Gauge 

Weight  of  Car 
Pounds 

Weight 
of  Load 
Pounds 

Weight  of  ( 
Pounds 

3ar 

Weight 
of  Load 
Pounds 

9,500  to  1  1,000 

25,000 

l8,000  tO   20 

,000 

40,000 

10,000     "     12,000 

30,000 

20,000    "     22 

,000 

50,000 

15,500  "   18,000 

40,000 

22,000     "     24 

,000 

60,000 

26,000    "     28 

,000 

70,000 

28,000    "     30 

,000 

80,000 

32,OOO    "     36 

,000 

100,000 

i  5,000  to  16,500 

30,000 

I9,OOO    "     23 

,000 

40,000 

21,000    "     23,000 

44,000 

26,000    "     28 

,000 

60,000 

22,000    "     24,000 

50,000 

34,OOO    "    38 

,000 

80,000 

36,000     "    42 

,000 

100,000 

14,000  to  15,000 

20,000 

33,000  "   36 

,000 

60,000 

19,000    "     21,000 

30,000 

34,000  "   36 

,000 

70,000 

20,000    "     22,000 

40,000 

38,000   "   40 

,000 

80,000 

22,000           23,000 

50,000 

40,000   "   46 

,000 

100,000 

5,OOO 

I  2,OOO 

6,OOO 

I  2,OOO 

9,000 

20,000 

6,500 

12,000 

Weight  of  Car 
Pounds 

Number 
Passengers 
Seated 

Weight  of  Car 
Pounds 

Number 
Passengers 
Seated 

8-wheel  passenger 
coach  

1 2 -wheel  Pullman  .... 

Light  8-wheel  open  ex- 
cursion coach 

Light  8-wheel  coach  for 
motor  lines,  subur- 
ban roads,  etc 


26,000 


52        90,000        62 
ri  7,500     


9,700 


60 


40 


18,000 


10,000 


80 


40 


Weights  and  Capacities  of  Street  Cars 


Usual  gauges  of  track,  56^/2,  60,  and  62^/2  inches. 

4-wheel,  i  -horse  street  car,  16  to  18  ft.  long,  3,500  Ibs.,  seating  16  passengers. 
2-     '  '     23   "   25   "  5,000  28 


NOTE.  —  Passengers  average  15  per  ton  of  2,000  pounds. 


190 


H      K      PORTER      COMPANY 


Weights  and  Capacities  of  Logging  Cars 

36  to  56^  inches  gauge  of  track. 

MEMO. — The  bunks  of  logging  cars  for  narrow  gauge  are  shorter  than 
for  wide  gauge  and  logs  must  be  piled  higher  than  for  wide  gauge;  for  this 
reason  standard  gauge  is  usually  preferable  to  narrow  for  logging. 


Weight 


Capacity,  White  Pine  8,000  Lbs.,  Yellow  Pine 
10,000  Lbs.,  per  1,000  Feet 


4-wheel  logging  cars    3,ooolbs.  1,000  ft.  of  logs—    8,000  to  10,000  Ibs. 

" 

5,000 

2,000       '                         =--l6,000     "     20,000       ' 

'  ' 

6,000 

2,500     "                  ''     =2O,OOO     "     25,OOO 

8  -wheel 

6,900 

2,500  to  3,000  ft.  of  logs^7  20,000  to  30,000  lb. 

" 

8,400 

3,500   "   4,000   "               =  28,000  "  40,000 

" 

9,600 

4,500    "    5,000    "                 =36,000   "    50,000 

I  1,000 

5,500    "    6,000    "                 =44,000    "    60,000 

Weights  and  Capacities  of  Contractors'  Cars  and 
Industrial  Dump  Cars 

Four  wheels;   usual  gauge  of  track,  36  inches 


Weight  of             Average  Weight 
Empty  Car                    of  Load 

I          CU 

iK 

2 
2^ 

3 
4 

5 

Die  yc 

ird  capa 

city  1,400  It 
2,500 
3,000 

s.                       3,  ooo  It 

4,500 

6,000 

7,500 

9,000 

12,000 
15,000 

S. 

3'5oo 
4,50° 
6,000 
6,800 

Weights  and  Capacities  of  Colliery  Cars 

Four  wheels;  usual  gauge  of  track,  36  to  44  inches 


Approximate  Capacity 


15  bushels  "run  of  mine"  coal 
20 

25 
30 
33 
35 
40 
46 
54 

long"  tons  coal. 


Weight  of 
Empty  Car 


Average  Weight  of  Load 


5°° 

600 

850 

95o 

1,050 

1,150 

1,250 

1,400 

1,700 

2,000 
2,500 


1,200  Ibs.  bituminous  coal 

1,500 

1,900 

2,300 

2,500 

2,700 

3,000 

3.500 

4,100 

5,700         anthracite 

6,700 


PITTSBURGH      PA  191 


Miscellaneous 

A  bushel  of  bituminous  coal  weighs  76  pounds,  and  contains  2,688  cubic 
inches. 

A  bushel  of  hard  coke  weights  40  pounds. 

A  bushel  of  soft  or  gas-house  coke  weighs  32  pounds. 

One  acre  of  bituminous  coal  contains  1,600  tons  of  2,240  pounds  per  foot 
of  thickness  of  coal  worked.  Fifteen  to  25  per  cent  must  be  deducted  for 
waste  in  mining. 

One  ton,  2,000  pounds,  of  bituminous  coal  requires  for  storage  40  cubic 
feet,  or  one  ton  of  2,240  pounds  45  cubic  feet. 

One  ton,  2,000  pounds,  of  anthracite  coal  requires  for  storage  33  cubic 
feet,  or  one  ton  of  2,240  pounds  37  cubic  feet. 

A  cubic  yard  of  loose  earth  weighs  2,200  to  2,600  pounds. 

A  cubic  yard  of  wet  sand  weighs  3,000  to  3,500  pounds. 

A  cubic  yard  of  broken  rock  weighs  2,600  to  3,000  pounds. 

Water  weighs  about  8l/$  pounds  per  gallon,  and  one  gallon  contains  231 
cubic  inches. 

One  cubic  foot  contains  almost  exactly  7^  gallons. 

The  circumference  of  a  circle  is  about  3!  times  its  diameter. 

One  acre  contains  43,560  square  feet. 

A  square  of  2o8iVu  feet  contains  one  acre=43,56o  square  feet. 

A  square  of  i47i3oVo  feet  contains  ^  acre  =  2 1,7 80  square  feet. 

A  square  of  io4i3,,5,,5,,  feet  contains  %  acre=  10,890  square  feet. 

One  square  mile  contains  640  acres. 

To  find  the  number  of  gallons  in  a  circular  tank,  multiply  the  diameter 
in  feet  by  itself,  then  multiply  by  the  depth  in  feet,  then  by  6,  and  from  this 
sum  deduct  2  per  cent. 

EXAMPLE.— A  tank  14  feet  diameter  and  9  feet  deep.  14  x  14  =  196  x  9  =  1,764  x  6  = 
10,584  less  2  per  cent  (=  210)  =  10,374  gallons.  (This  is  very  nearly  exact.) 

One  barrel  is  rated  at  3 1  y%  gallons. 

Cast  iron  weighs  about  one  pound  per  4  cubic  inches. 

Wrought  iron  weighs  about  one  pound  per  3^  cubic  inches. 

Steel  weighs  about  2  per  cent  more  than  wrought  iron. 

To  ascertain  the  weight  in  pounds  per  running  foot  of  round  steel,  mul- 
tiply the  diameter  in  inches  (using  decimals  to  express  fractions  most  con- 
veniently) by  4;  square  this;  divide  by  6;  add  i  per  cent. 

To  ascertain  the  weight  in  pounds  per  running  foot  of  square  steel,  mul- 
tiply the  size  in  inches  (using  decimals  to  express  fractions  most  conveniently) 
by  4;  square  this;  divide  by  5;  add  /,;. 

To  ascertain  the  weight  in  pounds  per  running  foot  of  flat  steel,  mul- 
tiply the  width  by  the  thickness  in  inches  (using  decimals  to  express  frac- 
tions most  conveniently);  multiply  by  10;  divide  by  3;  add  2  per  cent. 

Steel  boiler  plate  weighs  per  square  foot  approximately  2^  pounds 
(more  exactly  213050  pounds)  for  each  /,.,  inch  of  thickness. 

Copper  plate  weighs  2  ,*,;*„  pounds,  and  brass  plate  2!7,,'1,,  pounds  per 
square  foot  of  /,;  inch*thickness. 


192  H      K      PORTER      COMPANY 

Weights  of  Logs  and  Lumber 

Weight  of  Green  Logs  to  Scale  1,000  Feet  Board  Measure 
Yellow  Pine  (Southern) 8,000  to  10,000  pounds 


Norwav  Pine  (Michigan)  

.  7,000  to    8,000 

.    (  off  of  stump  .  . 

6,000  to     7,000 

White  Pine  (Michigan)  }            , 
1  (  out  of  water  

White  Pine  (Pennsylvania),  bark  off.  .. 

7,000  to    8,000 
5,000  to    6,000 

Hemlock  (Pennsylvania),  bark  off.  . 

.  .  6,000  to     7,000 

Four  acres  of  water  are  required  to  store  1,000,000  feet  of  logs. 

Weight  of  1,000  Feet  of  Lumber  Board  Measure 

Yellow  or  Norway  Pine  .  .  .Dry,  3,000  pounds;  Green,  4,000  to  4,500  pounds 
White  Pine Dry,  2,500  ;  Green,  3,500  to  4,000        " 

Weight  of  One  Cord  of  Seasoned  Wood,   128  Cubic  Feet  per  Cord 

Hickory  or  Sugar  Maple 4,500  pounds 

White  Oak 3,850 

Beech,  Red  Oak,  or  Black  Oak 3,250 

Poplar,  Chestnut,  or  Elm 2>35°        " 

Pine  (White  or  Norway) 2,000 

Hemlock  Bark,  Dry  (i  cord  bark  got  from  1,500  feet  logs) 2,000        " 

MEMORANDUM. — When  wood  is  cut  in  4  feet  lengths,  a  pile  4  feet  high  and  8  feet  long 
contains  one  full  cord  of  128  cubic  feet.  Wood  for  locomotive  fuel  is  cut  in  2  feet  lengths 
and  a  pile  4  feet  high  and  8  feet  long  is  reckoned  as  a  locomotive  cord.  For  our  small  loco- 
motives wood  should  be  cut  about  18  inches  long. 

To  Find  the  Size  of  Rail   Needed   for  a   Locomotive 

Multiply  the  number  of  tons  (of  2,000  pounds)  on  one  driving  wheel  by 
eight,  and  the  result  is  the  number  of  pounds  per  yard  of  the  lightest  rail 
advisable. 

This  rule  is  only  approximate,  and  is  subject  to  modification  in  practice. 

NOTE. — If,  as  is  often  the  case  with  four-wheel-connected  locomotives,  the  weight  on 
front  and  back  driving  wheels  is  not  the  same,  the  heavier  weight  must  be  taken. 

To  Find  the  Number  of  Tons  of  Rail  per  Mile  of  Road 

Multiply  weight  of  rail  per  yard  by  n,  and  divide  by  7.  This  does  not 
include  sidings,  and  a  ton  is  reckoned  at  2,240  pounds. 

EXAMPLE. — The  number  of  tons  of  28  pounds  per  yard  rail  required  for  one  mile  is 
11  x  28  =  308;  divided  by  7  =  44  tons. 

The  number  of  tons  of  2,000  pounds  required  per  mile  is  very  nearly 
i  Y±  times  the  weight  per  yard. 

EXAMPLE. — 1^  times  28  gives  49  tons  per  mile  required  of  28-pound  rail. 
Rails  are  regularly  sold  by  the  ton  of  2,240  pounds. 


PITTSBURGH      PA 


193 


Table  of  Tons  per    Mile    Required    of   Rails 
of  Following  Weights  per  Yard 


Weight  per  Yard 


TOnSp°er 'Mile  ""    |  WeightperYard 


Tons  of  2,240  Lb, 
per  Mile 


16  Ib. 

20 

25 
28 

3° 


25  tons,  320  Ib. 
31      960 
39      640 
44        o 
47      3 20 


35 
40 

45 
56 
60 


55  tons,  o   Ib. 

62  1,920 

70  i, 600 

88  o     ' 

94  640 


Railroad  Spikes,  made  by  Dilworth,  Porter  &  Co., 
(Limited),  Pittsburgh,  Pa. 


o-     M  j    Average  Num-     Ties  2  Ft. between  Centers,         Rail  Used, 

bizeivieasur  id  ber  R       of          Spikes  per  Tie,  makes  Weight  per 

200  Ib.  per  Mile  Yard 


s1/ 

2  X  ft 

360 

5,870  lbs.-=29I3  kegs       45  to 

IOO 

5 

X  ft 

405 

5.215 

=  26 

40  to 

56 

5 

x  /^ 

505 

4,185 

=  21 

35  to 

40 

41/ 

2  X  ^ 

535 

3.950 

=  i9« 

28  to 

35 

4 

x  y2 

605 

3.495 

24  to 

35 

41/ 
4 

2  X  ft 

690 
780 

3.o65 
2,710 

=  13!! 

!•         20  tO 

3° 

4 

*xft 

890 
1,025 

2,375 
2,065 

—  io  1A 

j-      16  to 

25 

3^ 
3 

2  x  % 

1,250 
1,380 

1,690 

::  *$ 

|      16  to 

20 

2^ 

2  x  y8 

1,650 

1,280    ==  6*            12  to 

16 

Crossties  per  Mile 


Center  to  Center 

Ties 

Center  to  Center 

Ties 

iY2  feet 

3,520 

2^  feet 

2,348 

i  % 

3.017 

2  ^2 

2,113 

2 

2,640 

Splice  Joints  per  Mile 


2  Bars  and  4  Bolts  and  Nuts  to  each  Joint  2  Bars  and  4  Bolts  and  Nuts  to  each  Joint 


Rails  20  feet  long 

24      " 
"       26      " 


528  joints 

440 

406 


Rails  28  feet  long 
30 


378  joints 
352 


The  length  of  rails  as  usually  sold  is  90  per  cent  30  feet    long,  and  10 
per  cent  24  to  28  feet  long,  requiring  357  splice  joints  per  mile.     The  aver- 


194  HKPORTERCOMPANY 


age  weight  of  splice  joints  (complete  with  2  bars  and  4  bolts  and  nuts)   is 
as  follows: 

For  rails  of  16  to  20  pounds  per  yard,  each  joint  weighs     5  to     6  pounds. 

24  to  28       "  6  to     8         " 

30  to  35  10  to  12 

40  to  50  12  to  16         " 

56  to  60        "  18  to  24         " 


Comparison  of  Weights  of  Rail — American 
and  Metric  Standards 

i  lb.  per  yd.=  0.496  kilog.  per  metre       i  kilog.  per  metre=   2.016  Ib.  per  yd. 

8  =  3.968  4  =  8.064 

10  =  4.960  5  =10.080 

12  =  5.952  6  =12.096 

16  =  7.936  8  =16.128 

20  =  9.920  10  =20.160 

25  =12.400  12  =24.192 

30  =14.880  14  =28.224 

35  =16.960  16  =32.256 

40  =19.840  20  =40.320 

45  =22.320  22  —44.352 

50  =24.800  24  =48.384 

55  =27.280  26  =52.416 

60  =29.760  30  =60.480 

To  change  pounds  per  yard  to  kilograms  per  metre:  Divide  by  2,  and 
then  subtract  ts0  of  i  per  cent  (.008). 

EXAMPLE. — 60  pounds  per  yard,  divided  by  2=30  ;  1  per  cent  of  30=. 3  ;  Ts,j  of  1  per 
cent  (.008)  of30  =  .24;30 — .24=29.76  kilograms  per  metre. 

To  change  kilograms  per  metre  to  pounds  per  yard:  Multiply  by  2, 
and  then  add  f{}-  of  i  per  cent  (.008). 

EXAMPLE. — 24  kilograms  per  metre  multiplied  by  2=48;  & ,  of  1  percent  (.008)  of 
48=  .384,  which  added  to  48  makes  48.384  pounds  per  yard. 

NOTE. — Approximately  each  1,000  pounds  weight  resting  on  four  wheels  requires  one 
pound  per  yard  weight  of  T  rail  ;  i.  e.,  a  locomotive  with  20,000  pounds  on  four  wheels  needs 
a  rail  20  pounds  per  yard. 


PITTSBURGHPA  195 


American  and  Metric  Standards  of  Length 

i  millimetre  =  lf,1l|^  metre  =  0.03937    (nearly  a:r>)    inch=o. 00328  foot 

i  centimetre  =    -jjff  metre  =  °-3937  (full  %)    inch=o. 0328  foot 

(        =1000  millimetres  =39.37079  (about  39%)  inches 
i  100  centimetres  =  3.2809  feet  =1.0936  yard 

\  =3  2 80  A- feet  =1093,%  yards 

i  kilometre  1000  metres 

'  =   0.62138   (about  %)  mile 

i  inch  =  2.5399  centimetres  =  25.3995  millimetres 
i  foot  =  30.4794  centimetres  =  304  7944  millimetres 
i  yard  =  91.4383  centimetres  =  914.3835  millimetres 
i  mile  =  1.6094  kilometres  ==  i6o9-,40  metres 


American  and  Metric  Square  Measure 

i  square  millimetre  =0.00155  square  inch 

i  square  centimetre  =  100  square  millimetres=        0.155  sq.  inch 

C  1550  sq.  inches 

i  square  metre  =1000000  square  millimetres=    <  10.7641  sq.  feet 

(     1.1960  sq.  yard 

C  107641  sq.  feet 

i  hectare  =      10000  square  metres         =         2.4711  acres 

(     0.003861  sq.  mile 

i  sq.  in.  =645.16  sq.  mm.  6.4516  sq.  centimetres 

i  sq.  ft. =144  sq.  in.  92903  sq.  mm.       =  929.03       sq.  centimetres 

i  sq.  yard=9  sq.  ft.  =  836127  sq.  mm.  0.8361  sq.  metre 

i  acre=4356o  sq.  ft.  =       4047  sq.  metres    =        0.4047  hectare 

i  sq.  mile=278784oo  sq.  ft.  =2589945  sq.  metres  =258.99       hectares 


American  and  Metric  Cubic  Measure 

i  cubic  millimetre  0.000061  cubic  inch 

i  cubic  centimetre=  1000  cubic  mm.=     o  061023  cubic  inch 

(610230      cubic  inches 
3 ^3080    cubic  ya^d 
(    0.88         cu.  ton  of  40  cu.  ft. 
2. 1 1 34  2  pt.,  liquid  measure 

roooooo  cubic  mm..        -^  £.  liquid  =e 
61.023       cubic  inches 


196  H      K      PORTER      COMPANY 

American   and   Metric  Cubic   Measure — Continued 

i  cubic  inch  =16387  cubic  millimetres 

i  cubic  ft.   =1728  cubic  in.  =0.02832  cubic  metre  =  283200  cu.  centimetres 

i  cubic  yd.=      27  cubic  ft.  =0.7645     cubic  metre  =   764500  cu.  centimetres 

i  cubic  ton  of  40  feet  =1.1328    cubic  metre  =1132800  cu.  centimetres 

i  pint     =28.9     cubic  in.  =0.47315  litre  -    473.15  cu.  centimetres 

i  quart  =57.75  cubic  in.  =0.9463     litre  =    946.3     cu.  centimetres 

i  gallon =23 1.     cubic  in.  =3.7852     litre  =3785.2     cu.  centimetres 

American  and  Metric  Standards  of  Weight 

i  kilogram  =2  .  2046  Ib.  (usually  reckoned  as  2T20  Ib.) 

i  pound  =0.45359  kilograms 

i  metric  ton  (1000  kilograms)  =2204-^,,  Ib.  (usually  reckoned  as  2200  Ib.) 

i  ton  of  2000  pounds  =  907.2  kilograms 

i  ton  of  2240  pounds  =1016.     kilograms 

NOTE. — In  ocean  shipments  it  is  customary  for  the  vessel  to  have  the  option  of  reckon- 
ing each  box  or  piece  at  2,000  pounds,  or  at  40  cubic  feet  per  ton.  In  computing  the  cubic 
measurements  extreme  dimensions  are  taken,  and  the  width,  length,  and  height  multiplied 
together  to  arrive  at  the  cubic  contents  of  a  rectangular  figure  which  would  contain  any 
irregularly  shaped  piece.  It  is  our  practice  to  pack  so  as  to  secure  economy  of  space,  and  to 
mark  each  piece  with  dimensions  in  feet  and  tenths  of  feet. 

Distances  in  Miles  and  in  Kilometres  for  Comparison 
of  Lengths  of  Railroads,  Speed  per  Hour,  etc. 

(5,280  feet=i  mile.         1,000  metres=i  kilometre.) 


I 

mile  =  i 

.61  kilometres. 

i 

kilometre  =  o 

.62 

miles. 

2 

miles=  3 

.  22 

2 

kilometres=   i 

.24 

" 

3 

=  4 

•S3 

3 

=   i 

.86 

" 

4 

"     =  6 

•44 

4 

=     2 

.48 

*  * 

5 

"     =  8 

•05 

5 

==  3 

.  10 

" 

6 

;     =  9 

.66 

6 

=  3 

•73 

" 

7 

"     =n 

.26 

7 

=  4 

•34 

1  ' 

8 

1       =12 

.88 

8 

=  4 

•97 

« 

9 

1       =14 

•49 

9 

=  5 

•59 

" 

10 

"     =16 

.09 

10 

=  6 

.  21 

(  * 

ii 

;    =I7 

.70 

1  1 

=  6 

.83 

" 

12 

"     =I9 

•3i 

12 

=  7 

•45 

" 

J3 

'       =20 

.92 

J3 

=  8 

.08 

" 

14 

"       =22 

•53 

14 

=  8 

.70 

" 

15 

=  24 

.94 

J5 

=  9' 

32 

" 

20 

'       =32 

.19 

20 

=  12  , 

•43 

" 

25 

"       =40 

.24 

25 

=  15 

•53 

" 

3° 

=48 

.28 

3° 

=18. 

.64 

" 

35 

"       =56 

•33 

35 

=  21  , 

•75 

" 

40 

=64 

•37 

40 

=  24 

•85 

" 

50 

"       =80 

•47 

5° 

=3T 

.07 

" 

PITTSBURGH      PA 


197 


Comparison  of  Measurements  in  Inches  and  Millimetres 

Sufficiently  accurate  for  use  in  connection  with  gauges  of  track,  heights 
of  car  coupling,  lengths  of  wheel-base,  width  of  locomotives,  etc. 


M 

inch  =  I2ir0  millimetres. 

31   inches=  o  metre  787  millimetres. 

I 

"  =  25,4()     " 

31^ 

=  0 

800 

" 

2 

inches=  50,*, 

32 

"    =0    " 

813 

" 

3 

"   =  76}-, 

33 

=  o 

838 

" 

311 

=  100 

34 

=  0    " 

863 

*  * 

4 

"    =102 

35 

=  o 

889 

" 

5 

=  127               3$1A 

"    =0    " 

900 

" 

6 

=  153 

36 

"    =0    " 

914 

" 

7 

=  178 

37 

=  o 

940 

*  * 

7% 

=  200 

38 

=  0 

965 

" 

8 

=  203 

39 

"    =0    " 

990 

*  * 

9 

=  229 

39% 

"   =  1   " 

o 

" 

10 

=  254 

40 

=  I 

16 

" 

ii 

"    =280 

41 

=  I 

41 

" 

1  1  13* 

=  3°° 

42 

=  I 

66 

" 

12 

=  3°5               43 

=  I 

91 

" 

J3 

=  33°                44 

"   =  I 

116 

" 

14 

=  355 

45 

=  1 

J43 

" 

15 

=  38i 

46 

=  I 

1  68 

" 

15/4 

=  400                 47 

"   =1   " 

184 

" 

16 

=  407                 48 

=  I 

219 

" 

17 

=  432                 49 

=  1   " 

244 

" 

18 

=  457                 49M 

=  I 

250 

11 

J9 

=  483                 50 

"  =1  " 

270 

" 

19^8 

=  5°°              51 

"   =  I   " 

295 

20 

=  508              52 

=  I 

321 

21 

=  533               53 

=  1 

347 

22 

=  559               54 

=r  I 

372 

23 

=  584               55 

"  =  I   " 

397 

" 

23^8 

=  600               56 

"  =1  " 

422 

" 

24 

"  =609               56^ 

"  =1  " 

435 

" 

25 

"  =635              57 

"  =  I   " 

448 

" 

26 

"  =660              58 

"  =1  " 

473 

" 

27 

"  =685 

59 

•==  J 

500 

" 

2  7  i!V, 

=  700 

60 

"   =1   " 

524 

ii 

28 

"  =711 

62^ 

=  I 

587 

ii 

29 

=  736 

66 

"  =1  " 

676 

" 

29^ 

=  75o 

72 

"  =1  " 

828 

ii 

3° 

=  762 

198 


H      K      PORTER      COMPANY 


Comparison  of  Pressures  in  Pounds  per  Square  Inch 

and  in  Kilograms  per  Square 

Centimetre 


Pounds  per 
Square  Inch 

f         \ 

Kilograms'per 
Square  Centimetre 

Kilograms  per 
Square  Centimetre 

/  _  \   Pounds  per 
*  ~~  I  Square  Inch 

I 

= 

.  0703                                o  .  10 

I  .  422 

2 

= 

.  1406 

0-15 

2-133 

3 

— 

.2109 

0.  20 

2.844 

4 

= 

.2812 

0.25 

3-556 

5 

= 

•35J5 

o.  50 

7.II2 

6 

= 

.4218 

°-75 

10.668 

7 

= 

.4921 

i 

14.224 

8 

= 

.5624 

2 

28.448 

9 

= 

.6327 

2.50 

35-56o 

10 

= 

.7030 

3 

42.672 

15 

= 

1.0546 

4 

56.896 

20 

= 

i  .  4061 

5 

71.120 

3° 

= 

2  .  1092 

6 

85-344 

40 

= 

2.8123 

7 

99.568 

5° 

= 

3-5J54 

7-5° 

106  .  680 

100 

= 

7  •  °3°8 

8 

113.792 

no 

= 

7-  7338 

9 

128  .  016 

120 

= 

8.4369 

10 

142  .  241 

130 

= 

9  .  1400 

1  1 

156.465 

140 

= 

9-8431 

12 

170.689 

150 

= 

10  .  5462 

12.50 

177  .  801 

160 

= 

n  .  2492 

J3 

184.913 

170 

= 

ii  .9523 

14 

199.  137 

180 

= 

12  .  6564 

15 

213.361 

190 

= 

I3-3585 

16 

227.585 

200 

= 

14  .  O6l6 

X7 

241  .809 

250 

= 

17.5770 

18 

256-033 

300 

350 
400 

= 

21  .  0924 
24  .  6078 
28  .  1232 

20 
25 

3° 

270.257 
284.482 
355-602 
426  .  722 

450 

= 

31  .6386 

35 

497-843 

500 

= 

35.1  540 

40 

568.963 

550 

= 

38.6694 

45 

640.083 

600 

= 

42.  1848 

5° 

711.204 

650 

= 

45.7002 

55 

782.324 

700 

= 

49.2156 

60 

853-445 

75° 

= 

S2^^                                   65 

924.  565 

800 

= 

56.2464 

7° 

995  .  686 

IOOO 

= 

70.  3080 

75 

1066.806 

1500 

= 

105  .  4620 

100 

1422  .  408 

2000 

= 

140.  6l6o 

15° 

2133.612 

2500 

= 

175.7700 

200 

2844.816 

PITTSBURGH      PA 


199 


Atmospheric   Pressure 

Temperature  60  Degrees  Fahrenheit 


Altitude  above  Sea  Level 
in  Feet 


Pressure,  Pounds  per 
Square  Inch 


Barometer,  Inches 


0 

14. 

72           30 

I 

,000 

14- 

17            28 

87 

2 

,000 

13.63           27 

78 

3 

,000 

13- 

1  1 

26 

72 

4 

,000 

12. 

61 

25 

70 

5 

,000 

12  . 

13 

24 

72 

6 

,000 

1  1  . 

68 

23 

78 

7 

,000 

1  1  . 

24 

22 

89 

8 

,000 

10. 

82 

22 

04 

9 

,000 

10. 

42 

21 

22 

10 

,000 

10  . 

03                       20 

43 

ii 

,000 

9- 

65 

J9 

66 

12 

,000 

9- 

28 

18 

92 

13 

,000 

8. 

93 

18 

20 

M 

,000 

8. 

59 

J7 

50 

J5 

,000 

8. 

26 

16 

82 

The  pressure  of  one  atmosphere,  14.72  pounds  per  square  inch,  is  equiva- 
lent to  1.0335  kilograms  pressure  per  square  centimetre 

For  convenience  one  atmosphere  is  usually  reckoned  as  15  pounds. 

Note. — To  reduce  Fahrenheit  to  Centigrade:  deduct  32,  divide  by  2,  add  -^th. 
To  reduce  Centigrade  to  Fahrenheit:  multiply  by  2,  deduct  10^,  add  32. 
To  reduce  Fahrenheit  to  Reaumur:  deduct  32,  divide  by  2,  subtract  ith. 
To  reduce  Reaumur  to  Fahrenheit:  multiply  by  2,  add  l/&th,  add  32. 

Useful  Data  as  to  Wrought-Iron  Pipe 

Wrought-iron  pipe  is  commercially  listed  by  the  inside  diameter  in  inches 
and  fractions,  the  actual  inside  diameter  for  most  sizes  being  somewhat 
greater  than  the  listed  size. 


List 
Size 

Actual 
Inside 
Diameter 

Weight  per 
100  Feet 

Number  of 
Feet  in 
2,000  Lb. 

Cubic  Con- 
tents of 
100  Feet 

Numberof  Ft. 
to  Contain 
100  Cubic  Ft. 

i        in.           1.048 

167  Ibs. 

1,198 

.60 

16,690 

1  /4                  z  •  38 

225    ' 

889 

i  .  04 

9,625 

i^    '              i  .  61 

269 

744 

1.41 

7,066 

2                       2.067 

366    ' 

547 

2-33 

4,291 

2^      '                    2.468 

577    ' 

347 

3-32 

3,012 

3                      3-°67 

754    ' 

265 

5.13 

1,950 

3;Hi    '             3-548 

9°5    ' 

221 

6.86 

L457 

4 

4.  026 

1,072    ' 

186 

8.85 

1.13* 

4^     '              4-5°8 

1,249    ' 

160 

ii  .  i 

902 

5                      5-045 

L456    ' 

137 

13-9 

720 

6          '             6.065 

1,877  ;; 

106  .  4              20  .  i 

498 

7 

7.023 

85.4              26.9 

372 

7.982 

2^35  " 

7°-5              34-7 

288 

200 


H       K      PORTER      COMPANY 


Contents  of   Cylindrical  Pipes  or  Tanks 


Inside 
Diam. 
in  Inches 

Cubic  Feet 
for  each  Foot 
in  Length 

Length  in  Feet 
to  Contain 
100  Cubic  Feet  : 

Inside 
Diam. 
in  Inches 

Cubic  Feet 
for  each  Foot 
in  Length 

Length  in  Feet 
to  Contain 
100  Cubic  Feet 

8 

•349 

286.53 

41 

9.  1  68 

10  .  90 

9 

.442 

226.6 

42 

9  .  621 

10.39 

10 

•545 

183.4 

43 

10.  085 

9.91 

ii 

.66 

I5I-5 

44 

!o-559 

9-47 

12 

-785 

127.3 

45 

11.045 

9-05 

13 

.922 

108.5 

46 

11.541 

8.66 

14 

i  .069 

93-54 

47 

12  .  048 

8.30 

15 

1.227 

81.49 

48 

12  .  566 

7-95 

16 

1.396 

7!-63 

49 

13.098 

7-63 

I7 

!-576 

63-45 

50 

13.636 

7-33 

18 

1.768 

56-56 

51 

14-184 

7-05 

*9 

1.969 

50-77 

52 

14.748 

6.77 

20 

2.  l82 

45-83 

53 

J5-32 

6.52 

21 

'2.405 

41-57 

54 

15.904 

6.28 

22 

2.64 

37-87 

55 

16.  50 

6.06 

23 

2.885 

34-66 

56 

17.104 

5-84 

24 

3.142 

31.82 

57 

17.721 

5-64 

25 

3-409 

29-33 

58 

18.348 

5-45 

26 

3.687 

27-I3 

59 

18.986 

5.26 

27 

3-976 

25-15 

60 

19  .  636 

5-09 

28 

4.276 

23-38 

61 

20.295 

4.92 

29 

4.587 

21.80 

62 

20  964 

4-76 

30 

4.909 

20.37 

63 

21.647 

4.  62 

31 

5-24I 

19  .  08 

64 

22.34 

4-47 

32 

5.584 

17.79 

65 

23-03 

4-34 

33 

5-94 

16.83 

66 

23-76 

4.  20 

34 

6-305 

15.86 

67 

24.484 

4.08 

35 

6.681 

14.97 

68 

25  •  22 

3-96 

36 

7.069 

14.14 

69 

25-965 

3-84 

37 

7.467 

13-38 

70 

26.  724 

3-74 

38 

7.876 

12  .  70 

71 

27-494 

3-63 

39 

8.296 

12  .05 

72 

28.276 

3-53 

40 

8.727 

11.46 

PITTSBURGH      PA 


201 


American  and  Metric  Standards  of  Thickness 

Plates,  Wire,  etc. 


EQUIVALENT  THICKNESS 

EQUIVALENT  THICKNESS 

Wire 
Gauge 

Decimals 
of  Inch 

Millimetres 
and  Decimals 

Fractions 
of  Inch 

Decimals 
of  Inch 

Millimetres 
and  Decimals 

0000 

.  460 

11.684 

1       I                      I 

25  .400 

000 

.410 

10.414 

!,'l                    -96875 

24.  606 

00 

•365 

9.291 

H 

•9375 

23.812 

0 

•325                    8.255 

H 

.90625 

23.019 

i 

.289                    7-34i 

v%        -875 

22.225 

2 

•258                    6.553 

n        -84375 

21.431 

3 

.229                    5.817 

\\        -8125 

20.637 

4 

.  204                   5  .  182 

\\        -78125 

19.844 

5 

.182                   4-623 

H              -75 

19.050 

6 

.  162                     4  .  115 

II               .7i875 

18.256 

7 

•144                     3-657 

i,1,            -6875 

17.462 

8 

.128                     3-247 

n         -65625 

16.  669 

9 

.114 

2.896 

y*        -625 

I5-875 

10 

.  101 

2-565 

H 

•59375 

15.081 

ii 

.091 

2.311 

9 

1  6 

•5625 

14.287 

12 

.081 

2.057 

\l               -53I25 

13-494 

13 

.072 

.829 

y* 

•5 

12  .  700 

14 

.  064 

.626 

i  r> 

3  2 

.46875 

II  .906 

15 

•057 

.428 

18 

•4375 

II  .  112 

16 

•051 

•295 

M 

.40625 

10.319 

18 

.  040 

.016 

B/s 

•375 

9-525 

20 

.032 

0.813 

1  1 

3  '2 

•34375 

8.731 

22 

.025 

°  •  63  S 

A 

•3125 

7-947 

24 

.  021 

°-533 

A 

.28125 

7-*54 

26 

.  016 

0.407 

¥ 

•25                       6.350 

28 

.013                 0.330 

8f 

•21875                 5.556 

A 

•1875 

4.762 

A 

•15625 

3-969 

H 

.125 

3-175 

A 

•°9375 

2.381 

A 

.0625 

1-587 

A 

.046875 

i  .  190 

A 

•03125 

0.794 

h 

.  015625 

0-397 

Number  of  Revolutions  per  Mile  for  Driving  Wheels 
of  Different  Diameters 


Diameter  of  Wheel       Revolutions  per  Mile         Diameter  of  Wheel        Revolutions  per  Mile 


1  8  inches          1,116 

20 

1,005 

22 

914 

23 

874 

24 

837 

26 

773 

28 

718 

30 

672 

32 

628 

33 

609 

36  inches 
38 

40 
42 
44 
46 
48 

5° 
60 
72 


558 

529 

502 
480 
457 
437 
420 
402 
336 
279 


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PITTSBURGH      PA  203 


Horsepower  of  Locomotives 


It  is  undesirable  to  reckon  locomotives  by  horsepower,  since  this  is 
dependent  on  speed,  which  is  a  variable  quantity,  and  any  figures  as  to 
horsepower  of  locomotives  are  liable  to  be  misleading. 

Locomotive  horsepower  may,  however,  be  computed  by  the  following 
rule:  Multiply  together  the  area  of  one  piston  in  square  inches,  the  mean 
effective  pressure  in  the  cylinders  in  pounds  per  square  inch,  twice  the  length 
of  stroke  in  feet,  the  number  of  revolutions  of  the  driving  wheels  per  minute, 
and  divide  by  33,000. 

If  power  is  to  be  stated  in  equivalent  of  kilowatts   divide  by  44,236 

Horsepower  may  be  reduced  to  kilowatts  by  multiplying  by  .746.  Kilo- 
watts may  be  reduced  to  horsepower  by  multiplying  by  1.34. 

In  computing  locomotive  horsepower  the  speed  assumed  must  not  be 
greater  than  practicable  for  the  locomotive  while  hauling  its  heaviest  loads 
unless  a  corresponding  reduction  is  made  in  the  estimate  of  mean  effective 
pressure. 

A  much  simpler  rule  for  computing  the  horsepower  of  a  locomotive 
when  the  tractive  force  is  stated  is  to  multiply  the  tractive  force  in  pounds 
by  the  speed  in  miles  per  hour  at  which  the  locomotive  can  handle  its  heaviest 
loads,  and  multiply  this  product  by  .00266. 

EXAMPLE. — Locomotive  7  x  12  cylinders,  24- inch  drivers,  160  pounds  boiler  pressure 
has  3,330  pounds  tractive  force,  and  can  do  its  heaviest  work  at  about  4  miles  per  hour; 
3,330  X  4X  .00266  =  (approximately)  35  horse-power,  which  is  a  conservative  estimate. 


204  H      K      PORTER      COMPANY 


Telegraphic  Correspondence  Code 

Cable  Address:  Porter,  Pittsburgh 

To  be  used  in  connection  with  ABC  Code  (4th  Edition),  or  A  B  C  Code 
(5th  Edition),  or  Lieber  Code,  or  Al  Code,  or  Western  Union  Code,  or  Business 
Telegraph  Code. 

NOTE. —  Code  words  not  in  previous  catalogue  are  printed  in  light-face  type 
in  tables,  and  in  italics  in  list  of  code  words. 

NOTE. — All  of  the  code  words  in  this  catalogue,  including  the  code  words 
designating  each  size  and  design  of  locomotive,  and  the  following  code  words 
for  correspondence,  selected  from  THE  OFFICIAL  VOCABULARY  FOR  CODE 
TELEGRAMS  published  by  the  International  Bureau  of  Telegraphic  Adminis- 
trations are  approved  by  the  various  telegraph  and  cable  companies 
throughout  the  world. 

The  code  words  selected  are  arranged  alphabetically,  and  begin  with  the 
following  letters  in  the  alphabetical  order  given:  H,  K,  P,  R,  T.  Words  be- 
ginning H,  K,  and  P  are  used  to  designate  the  designs  and  s:zes  of  locomo- 
tives, and  words  beginning  with  R  and  T  are  used  for,  the  correspondence 
code  which  here  follows.  These  letters  were  selected  because  they  are  found 
in  the  firm  name,  H.  K.  PoRTER  co. 


PITTSBURGH      PA 


205 


Boiler  Construction,  Material,  Pressure,  Lagging,  etc. 


Code  Word 


MESSAGE 


RIMEUX 

RIMMON 

RINGLA 

RINGOT 

RINODO 

RIPELY 

RIRONT 

RISADE 

RISBAN 

RISOTA 

RISQUE 

RISUDI 

RIVOTI 

RIXOSA 

RIZINA 

RIZODE 

RIZOPO 

RIZPAH 

RIZZARLO.  .  . 
RIZZOLLO.  .  . 
ROADMAN .  .  . 
ROADSTEAD. 
ROADWAY.  .. 

ROANA 

ROANESES..  . 

ROANOS 

ROARER 

ROBIGO 

ROBLON 

ROBIJN 


ROBORO.  . 


ROB  OS A  . 


ROBUTU. 


ROCHAZ.  .  .  . 
RODAPE.  . .  . 
ROEDOR.  . .  . 
ROEMER..  .  . 

ROEMOS 

ROENNE.  . 


Boiler  pressure  120  pounds  per  square  inch. 

I25 
130 

135 

140 


160 

165        " 
170 

175 

180 
190 

200 

Pressure  per  square  inch  in  pounds  *  --  . 

Straight  style  boiler. 

Wagon-top  style  boiler. 

Extension-front  boiler  (see  Illustration  No.  i,  page  n). 

Short-front  boiler  (see  Illustration  No.  3,  page  12). 

Firebox  between  frames  and  partly  over  rear  axle  (s). 

Firebox  between  frames  and  behind  rear  axle. 

Firebox  between  frames  and  between  axles. 

Firebox  placed  above  frames. 

Firebox  full  width  placed  behind  rear  driving  wheels. 

Crown  sheet  secured  by  crown-bars. 

Crown  sheet  secured  by  radial  stay-bolts. 

Dome  placed  on  wragon-top  part  of  boiler. 

Dome  placed  on  cylindrical  part  of  boiler. 

Dome  placed  centrally  on  cylindrical  part  of  boiler  with  2 

sand-boxes  —  one  in  front  and  one  behind  dome. 
Boiler  to  be  tested  by  hot  hydraulic  pressure  50  per  cent 

above  working  pressure. 
Boiler  to  be  tested  by  hot  hydraulic  pressure  *  —  —per 

cent  above  working  pressure. 
Boiler  to  be  tested  by  steam  *  --  per  cent  above  work- 

ing pressure. 

Dome  placed  inside  of  cab. 
Dome  placed  outside  of  cab. 
Grate  area  measured  in  square  feet  *  --  . 
Heating  surface  of  firebox  measured  in  square  feet  *  --  . 
Heating  surface  of  flues  measured  in  square  feet  *  --  . 
Total  heating  surface  of   firebox    and   flues  measured  in 

square  feet  *  --  . 


*  Any  code  designated  on  page  204  may  be  used  to  express  figures. 


206 


H     K     PORTER     COMPANY 


Boiler  Construction,  etc. —  Continued 


Code  Word 


MESSAGE 


ROERBAK. 
ROEREND. 
ROERIAN.  . 
ROEROM... 

ROFFIA 

ROGADO.  . . 
ROGALE .  .  . 
ROGALIUM. 

ROGASEN.  . 
ROGBORD. 

ROGEN.  .  .  . 
ROGERIO.  . 
ROGGIO.  , 


ROGITO...  . 
ROHUNA. 


ROJIZO.  . 
ROLDES. 
ROLEN  A  . 


ROLHAO.  . . 
ROLLOS.   , 


RONGER. 


Fire  box  of  steel  and  flues  of  iron,  or  seamless  steel. 

Fire  box  of  steel  and  flues  of  seamless  brass. 

Fire  box  of  steel  and  flues  of  seamless  copper. 

Fire  box  of  copper  plates  and  flues  of  iron,  or  seamless  steel. 

Fire  box  of  copper  plates  and  flues  of  seamless  brass. 

Fire  box  of  copper  plates  and  flues  of  seamless  copper. 

Smoke-stack  of  copper. 

Smoke-stack  for  coal  fuel,  taper  style,  cast  iron,  like  Illus- 
tration No.  i,  page  n.f 

Smoke-stack  for  coal  fuel,  straight  style  of  steel  plates  with 
cast  top  finish,  like  Illustration  No.  2,  page  i2.f 

Smoke-stack  for  coal  fuel,  diamond  style  of  steel  plates 
with  cast  spark  arrester  and  steel  wire  netting,  like 
Illustration  No.  3,  page  i2.f 

Smoke-stack  for  wood  fuel,  balloon  spiral  cone  style,  like 
Illustration  No.  4,  page  i2.f 

Smoke-stack  for  wood  fuel,  "sunflower"  style,  like  Illus- 
tration No.  5,  page  i2.f 

Smoke-stack  of  steel  plate  with  copper  top  (straight  style 
stack). 

Boiler  lagged  with  wood  and  cased  with  planished  iron. 

Boiler  lagged  with  wood  over  asbestos  sheet  and  cased  with 
planished  iron. 

Boiler  lagged  with  asbestos  cement  and  cased  with  plan- 
ished iron. 

Boiler  lagged  with  asbestos  board  and  cased  with  plan- 
ished iron. 

Boiler  lagged  with  sectional  magnesia  and  cased  with 
planished  iron. 

Boiler  casing  with  brass  securing  bands. 

Dome  casing  of  sheet  brass  body  with  cast-iron  top  and 
base. 

Dome  casing  of  sheet  steel  body  with  cast-iron  top  and  base. 


Brakes 


ROPAJE Engine  to  have  hand  lever  brake  to  driving  wheels. 

RORIDA Engine  to  have  hand  screw  brake  to  driving  wheels. 

ROSARY Engine  to  have  hand  wheel  brake  to  4  wheels  of  tender. 

ROSTRO Engine  to  have  hand  wheel  brake  to  8  wheels  of  tender. 

ROSURI Engine  to  have  H.  K.  Porter  Co.'s  steam  brake  to  driving 

wheels. 


t  Unless    otherwise   agreed,    stacks   Nos.   1   and  2   will    be  furnished  in  connection  with 
extension-front  boiler,  and  stacks  Nos.  3,  4,  and  5  with  short-front  boiler. 


PITTSBURGH      PA 


207 


Brakes —  Continued 


Code  Word 


MESSAGE 


ROTBAK.  .. 
ROTULO.  .  . 
ROTURA.  . . 
ROTZES.... 
ROUAGE.  . 


ROUBAZ.  .  . 
ROUPIE.  .  . 

ROXEAR. .  . 
RUANEZ.  .. 
RUARIA.  .  . 
RUARON... 
RUBACE .  .  . 
RUBBIO.  .. 

RUBEDO.  .. 
RUBIFY.  .  . 
RUBION.  .  . 
RUBLOS.  .  . 
RUBLUT  . 
RUB  MRS  .. 
RUBNOX.. 


Engine  to  have  H.  K.  Porter  Co.'s  steam  brake  to  driving 

and  tender  wheels. 
Engine  to  have  American  patent  steam  brake  to  driving 

wheels. 
Engine  to  have  American  patent  steam  brakes  to  driving 

and  tender  wheels. 
Engine  to  have  Eames  Vacuum  Air  Brake  to  driving  wheels 

only. 
Engine  to  have  Eames  Vacuum  Air  Brake  to  driving  wheels 

and  tender  only. 

Engine  to  have  Eames  Vacuum  Air  Brake  for  train  only. 
Engine  to  have  Eames  Vacuum  Air  Brake  to  driving  wheels 

and  train. 
Engine  to  have  Eames  Vacuum  Air  Brake  to  driving  wheels 

tender,  and  train. 
Engine  to  have   Westinghouse  Automatic  Air  Brake  for 

driving  wheels  only. 
Engine  to  have   Westinghouse  Automatic  Air  Brake  for 

driving  wheels  and  tender  only. 
Engine  to  have   Westinghouse  Automatic  Air  Brake  for 

train  only. 
Engine  to  have   Westinghouse  Automatic  Air   Brake  for 

driving  wheels  and  train. 
Engine  to  have   Westinghouse  Automatic  Air  Brake  for 

driving  wheels,  tender,  and  train. 
Engine  to  have  water  brake  to  cylinders. 
Brake  shoes  to  be  applied  to  four  driving  wheels. 
Brake  shoes  to  be  applied  to  six  driving  wheels. 
Brake  shoes  to  be  applied  to  eight  driving  wheels. 
Cam  style  spread  brake. 
Clamp  style  brake. 
Equalized  style  brake. 


Cab 


RUDEZA. 

RUEFUL. 

RUEPEL. 

RUFULI  . 

RUGIDO. 

RUGOSU . 

RUGUMO. 

RUGWOL. 

RUIFEL.. 

RUJADA. 


Wooden  cab  without  doors,  rear  entrance. 

Wooden  cab  with  side  doors. 

Wooden  cab  without  doors,  side  entrances. 

Steel  cab,  similar  to  page  80. 

Steel  cab,  similar  to  page  82  or  84. 

Mine  style  cab,  similar  to  page  106  or  108. 

Open  sheet-steel  canopy,  similar  to  pages  76,  86, 

Motor  style  cab,  similar  to  pages  102  and  104. 

No  cab  at  all,  similar  to  page  78. 

Front  part  of  tender  to  be  protected  by  sheet-steel  canopy. 


etc. 


208 


H      K      PORTER      COMPANY 


Couplings,  Lettering,  Etc. 


Code  Word 


RUKKEX. 

RULLUM. 

RUMEUR. 

RUMIAR. 

RUMINO. 

TABERD. 

TABIDO. . 

TABIEL. 

TAB  INS.  . 


MESSAGE 


TABIOR, 
TABLON. 
TABUAL. 
TABUDA. 
TACCAS.  . 

TACHIM. 
TACHYS. 

TACITA.. 

TACTOS.  . 
TADDEO. 

TADEGA. 
TADMOR. 


Lettering  for  cab  is . 

Lettering  for  tank  is . 

Lettering  for  cab  and  tank  is . 

Numeral  for  number-plate  is  —  — . 

Lettering  for  cab  and  tank  and  engine  number  are . 

Usual  American  style  coupling  for  link  and  pin. 
Automatic  patent  coupling,  name  of  patent  is  — 
Master  Car  Builder  type  of  automatic  coupler,  full  size. 
Master   Car   Builder   type   of   automatic   coupler,    narrow 

gauge  or  three-quarter  size. 

Master  Car  Builder  type  of  automatic  coupler,  pivoted. 
European  style  coupling  with  two  hooks  and  central  buffer. 
European  style  coupling  with  single  hook  and  two  buffers. 
Screw  coupling. 
Hook  coupling  placed  centrally,  American  style,  as  used 

for  small  cars  for  mines,  contractors,  etc. 
Height   from  level   of  rail   to   center  of  car   couplings  in 

inches  * — — . 
Height  from  level  of  rail  to  center  of  car  couplings  is  same 

as  usual  for  American  standard  gauge  freight  cars — /'.  <?., 

34^/2  inches. 
Height  from  level  of  rail  to  center  of  car  couplings  is  same 

as  usual  for  logging  cars. 

Diameter  of  buffers,  European  style,  in  inches  *- . 

Distance  from  level  of  track  to  center  of  buffer  in  inches 


Distance  apart  between  centers  of  buffers  in  inches  * . 

Please  telegraph  height  in  inches  from  level  of  rail  to  center 
of  car  coupling,  confirming  by  mail  with  description  of 
coupling,  and,  if  practicable,  a  sketch  of  end  timbers  of 
car,  with  dimensions  and  location. 

TAFRIA Please  write  fully  height  in  inches  from  level  of  rail  to 

center  of  car  coupling,  with  description  of  coupling, 
and,  if  practicable,  a  sketch  of  end  timbers  of  car,  with 
dimensions  and  location. 

TAGALO Please  telegraph,  confirming  by  mail,  lettering  for  locomo- 
tive cab  and  for  tank,  and  engine  number  (if  any)  to 
go  on  engine  number-plate. 

TAHALI Please  write  promptly  instructions  for  lettering  cab  and 

tank,  and  also  engine  number  (if  any)  to  go  on  engine 
number-plate. 

TAHENO Please  mail  promptly  as  practicable  full  sketch,  with  di- 
mensions and  description  and  location,  if  European  disc- 
shaped  buffers,  hook  coupling,  screw  coupling,  patent 
coupling,  or  any  special  arrangement  is  desired. 

TAHURA Please  telegraph,  confirming  by  mail,  lettering  for  cab  and 

tank. 

TAIPAL Please  telegraph,  confirming  by  mail,  height  of  car  coup- 
ling, lettering  for  cab  and  tank,  and  kind  of  fuel. 

TAIXAR Please  telegraph,  confirming  by  mail,  kind  of  fuel  and 

gauge  of  track. 

TAJACU i   Please  write  fully  information  as  to  requirements  and  con- 

ditions  as  explained  on  pages  16  and  17. 


*  Any  code  designated  on  page  204  may  be  used  to  express  figures. 


PITTSBURGH      PA  209 


Construction   Details 


Code  Word 


MESSAGE 


TAJ E AS J  Wooden  pilot  at  front  end. 

TAKTIK j  Wooden  pilot  at  each  end. 

TALCKY I  Iron  pilot  at  front  end. 

TALGEN j  Iron  pilot  at  each  end. 

TALISCA !  Metal  bumper  at  front  end. 

TALITRO I  Metal  bumper  at  each  end. 

TALOOK Hanging  step-board  with  hand-rail  at  front  end. 


TALORA. 
TALVEZ . 


Hanging  step-board  with  hand-rail  at  rear  end. 
Hanging  step-board  with  hand-rail  at  each  end. 


TALVILLA.  .  .  .     Snow-plow  of  sheet  steel  at  front  end. 

TALVOLTA. ...     Snow-plow  of  sheet  steel  at  each  end. 

TAMARO Angle  bar  each  end  of  locomotive  for  removing  track  ob- 
structions. 

TAMBEM Steel   wire  brushes  each   end   of  locomotive   for   cleaning 

track. 

TAMBOR Locomotive    to    be   furnished    with  one   head-light    with 

bracket  and  shelf. 

TAMICA Locomotive    to    be    furnished 

brackets  and  shelves. 

TAMIZO Extra  handsome  finish  and  painting,  gold  lettering. 

TAMPON Very  plain  finish,  durable,  but  without  ornament. 

TAMRAS..  Bell  to  be  omitted. 


Cylinders 


TAMTAM Cylinders  with  sheet-brass  jackets. 

TAMUGE '   Cylinders  with  sheet-steel  jackets. 

TAPIGO Cylinders  to  be  one-half  inch  larger  diameter. 

TAPITI Cylinders  to  be  one  inch  larger  diameter. 

TAPIZE Cylinders  to  be  one-half  inch  smaller  diameter. 

TAPONA Cylinders  to  be  one  inch  smaller  diameter. 

TAPPAL Cylinders  to  be  two  inches  longer  stroke. 

TAPUJO Cylinders  to  be  four  inches  longer  stroke. 

TAPUME Cylinders  to  be  two  '—- hes  shorter  stroke. 

TARAJE Cylinders  to  be  four  inches  shorter  stroke. 

TARANDES.  .  .     Compound  cylinders,  two-cylinder  type. 

TARANTEL.  .  .  I  Compound  cylinders,  two-cylinder  type,  diameter  of  high- 
pressure  cylinder  as  stated  for  locomotive,  code  word 

given  ( );f  diameter  of  low-pressure  cylinder  to  be 

in  proportion,  weight  of  locomotive  to  be  increased 
accordingly. 


tCode  word  need  not  be  repeated  if  already  used  in  the  message. 


210 


H      K      PORTER      COMPANY 


Code  Word 


Cylinders — Continued 


MESSAGE 


TARASAXA.  .  .  Compound  cylinders,  two-cylinder  type,  weight  of  loco- 
motive not  to  exceed  weight  stated  for  locomotive,  code 
word  given  ( ),f  and  diameters  of  high- and  low- 
pressure  cylinders  of  suitable  size. 

TARASIUS.  .  .  .  Compound  cylinders,  two-cylinder  type,  locomotive  other- 
wise of  general  design,  code  word  given  ( ),f  and 

of  weight  nearly  the  same  as  practicable,  diameters  of 
high-  and  low-pressure  cylinders  in  inches  respectively 
—  and  * . 

TARASPIC.  .  .  .  Inside-connected  cylinders  placed  between  frames  with 
main-rod  connection  to  crank-axle,  reducing  width  of 
locomotive. 


Dimensions 


TARAUD Height  above  rail  not  to  exceed  *- 

TARAZO Height  above  rail  not  to  exceed  *- 

TARBEA !  Width  not  to  exceed  * inches. 

TARDIO  .  .  Width  not  to  exceed  * feet. 


inches, 
feet. 


TARDOZ.  .  .  . 
TAREFA.  .  .  . 
TARGET.  .  .  . 

TARGUM 

TAROTS . 


Length  not  to  exceed  *- 
Length  not  to  exceed  *- 


inches, 
feet. 


Wheel-base,  rigid  (preferred),  in  inches  * . 

Wheel-base,  total  (preferred),  in  inches  * . 

Wheel-base  to  suit  turntable  length,  length  in  feet 


Frames 


TAUDER Continuous  forged  frames  of  H.  K.  Porter  Co.'s  standard 

type  of  construction. 

TAUMEL Main  frames  stopped  at  firebox  with  connection  to  rear 

section  of  frames  to  secure  extra  wide  firebox  for  nar- 
row gauge. 

TAUPE  A Outside  frames  with  driving  wheels  placed  inside  of  frames 

and  with  heavy  steel  cranks  on  axles  for  crank-pin 
connections. 

TAUPIL Steel  castings  frames. 


*  Any  code  designated  on  page  204  may  be  used  to  express  figures, 
t  Code  word  need  not  be  repeated  if  already  used  in  the  message. 


PITTSBURGH      PA 


211 


Fuel 


Code  Word 


MESSAGE 


TA  UPON    .  . 

.  .     Fuel,  bituminous  coal. 

TAURIM.  . 

Fuel,  bituminous  coal,  good  quality. 

TAUSCH.  . 

.     Fuel,  bituminous  coal,  poor  quality. 

TAVOUA.  . 

Fuel,  bituminous  coal,  slack  and  nut  size. 

TAWDRY. 

Fuel,  lignite  coal,  poor  quality. 

TAXINE.  .    . 

.  .     Fuel,  anthracite  coal. 

TAYOBA 

Fuel,  anthracite  coal,  pea  size  or  culm. 

TAZANA.  . 

.     Fuel,  pitch-pine  wood. 

TAZMIA.  .  . 

Fuel,  white-pine  and  similar  wood. 

TEAGEM. 

.     Fuel,  hardwood,  well  seasoned. 

TEAPOY.  .    . 

Fuel,  wood  poorly  seasoned  and  poor  quality. 

TEATRO.  . 

Fuel,  sawmill  slabs  and  refuse. 

TEAZLE 

.  .     Fuel,  bituminous  coal  and  wood,  mostly  coal. 

TEBOUL. 

.  .     Fuel,  bituminous  coal  and  wood,  mostly  wood. 

TECHNA.  .    . 

.  .     Fuel,  naphtha  or  crude  oil. 

TECTLY 

.  .     Fuel,  bagasse. 

TEFLTM  

.  .     Please  telegraph  kind  of  fuel  to  be  used. 

TEGAME.  .  .  . 

.  .     Please  write  kind  of  fuel  to  be  used. 

TEGARN  .  . 

T?         1                         '4-        * 

.  .     _F  uei  capacity              pounois  01  coal. 

TEG  A  TS  .  .  . 

.  .     Fuel  capacity  *  —  —  cubic  feet  of  wood. 

TEG  A  UB  .  .  . 

.  .     Fuel  bunker  in  cab. 

TEGENT  .  .  . 

.  .     Fuel  bunker  at  rear  end. 

TEG  EMS  .  .  . 

.  .     Separate  four-wheel  fuel  car. 

Gauge  of  Track 


TEGESU !    (What  is)  Gauge  of  track? 

TEGORA Gauge  of  track  is  * inches. 

TEIFUN I  "  "  "  "  * millimetres. 

TEIMAR "  "  "  "     1 8  inches. 

TEINTE "  "  "  "     20       " 

TEJADO "  "  "  "     24       " 

TELARY "  "  "  "     30      " 

TELEBA "  "  "  "     33       " 

TELHAO "  "  "  "     36      " 

TELLER "  "  "  "42       " 

TELONA "  "  "  "     56 iX  " 

TELPAS "  "  "  "     60      " 

TELURO "  "  "  "  500  millimetres. 

TEMOSO "  "  "  "  600 

TEXDOX "  "  "  "  750 

TENIDO  .  ,  "  "  "  "     ~i  metre. 


Any  code  designated  on  page  204  may  be  used  to  express  figures. 


212 


H      K      PORTER      COMPANY 


Questions,  Quotations,  and  Orders 


Code  Word 


TEXOXS.  . 


TEXREC. 


TEXTER 


TEXZIJ. 


TEPEFY. 


TEPORE. 


TEQUIO.. 
TERCAS. . 
TERCOL. 


MESSAGE 


j"  Quote  us  by  wire,  stating  earliest  date  of  completion 

\  We  quote  you 

confirming  with  details  by  mail,  delivered  at  Pitts- 
burgh free  on  board  car  (or  on  track,  if  locomotive  can 
be  shipped  to  best  advantage  on  own  wheels),  set  up 
in  usual  shipping  order,  with  small  parts  liable  to  loss 
or  injury  boxed  separately,  lowest  price  for  OXE  loco- 
motive, described  by  code  word  * .  gauge  of  track 

as  per  code  word  * . 


ou.'.'  as  above  noted'  per  locomotive  for 
order  of  TWO  locomotives,  code  word  *  --  ,  gauge  of 
track  as  per  code  word  *  ---  . 


above   noted'    Per  locomotive   for 


order  of   THREE   locomotives,  code  word  *  --  ,  gauge 
of  track  as  per  code  word  *  --  . 

as  above   noted'      er  locomotive   for 


order  of  FOUR  locomotives,  code  word  * ,  gauge  of 

track  as  per  code  word  * . 

j>  as   above   noted,    per   locomotive   for 
order  of  t locomotives,  code  word  * —   -,  gauge  of 


track  as  per  code  word  *  --  . 

Quote  us  by  mail,  with  details  and  earliest  completion,  de- 
livered at  Pittsburgh  free  on  board  car  (or  on  track,  if 
locomotive  can  be  shipped  to  best  advantage  on  own 
wheels),  set  up  in  usual  shipping  order  with  small  parts 
liable  to  loss  or  injury  boxed  separately,  for  OXE  loco- 
motive described  by  code  word  *  --  .  gauge  of  track 
as  per  code  word  *  --  . 

Quote  us  as  above  noted,  per  locomotive  for  order  of  TWO 
locomotives,  code  word  *  --  ,  gauge  of  track  as  per 
code  word  *  --  . 

Quote  us  as  above  noted;  per  locomotive  for  order  of  THREE 
locomotives,  code  word  *  --  ,  gauge  of  track  as  per 
code  word  *  --  . 

Quote  us  as  above  noted,  per  locomotive  for  order  of  FOUR 
locomotives,  code  word  *  --  ,  gauge  of  track  as  per 
code  word  *  — 


*  Code  word  designating  size  and  design  of  locomotive  should  follow  code  word  for  mes- 
sage; if  quotations  on  several  sizes  and  several  designs  are  desired  the  code  word  for  each 
should  follow.  The  code  word  for  gauge  of  track  should  follow  code  word  of  engine,  if  practic- 
able to  give  it.  It  is  desirable  also  to  add  code  words  for  fuel  and  other  features  which  affect 
the  details  of  construction. 

t  Number  required  to  be  stated,  or  left  unfilled  if  number  is  not  decided  upon. 

XOTE. — All  quotations,  unless  otherwise  agreed  or  specified,  are  in  accordance  with 
standard  specifications,  pages  10  to  lo.  Special  items  not  included  in  standard  specifications 
may  be  furnished  at  extra  cost.  Promises  of  quick  completion  are  conditioned  on  prompt 
receipt  of  instructions  as  to  gauge,  fuel,  height,  and  style  of  couplings  and  lettering,  and  also 
of  any  special  features  of  construction. 


PITTSBURGH      PA 


213 


Questions,  Quotations,  and  Orders — Continued 


Code  Word 
TEREUA.  . .  . 

TERFEX. 


TERMLY. 


TERNIR. 


TERROR.  . 


TERTIO. 


TESCAO. 


TESSON.  . 
TETARD. 
TETCHY. 


MESSAGE 


Quote  us  as  above  noted,  per  locomotive  for  order  of  f  — 
locomotives,  code  word  *  --  ,  gauge  of  track  as  per 
code  word  *  --  . 

f  Quote  us  by  wire,  stating  earliest  date  of  completion    1 
\  We  quote  you  ...................................  j 

confirming  with  details  by  mail,  delivery  on  car  (or  on 
track  if  shipped  on  own  wheels),  set  up  in  usual  ship- 
ping order  with  small  parts  liable  to  injury  or  loss 
boxed  separately,  including  cost  of  delivery  at  ft  — 
for  ONE  locomotive  designated  by  code  word  *  --  , 
gauge  of  track  as  per  code  word  *— 


**  above  noted.ft  per  locomotive  for 


ou 

order  of  TWO  locomotives,  code  word  * 
track  as  per  code  word  *•     —  . 


auge  of 


{  wTquote'you'.  '.  }  as  above  noted'tt  Per  locomotive  for 
order  of  THREE  locomotives,  code  word  *  --  ,  gauge 
of  track  as  per  code  word  *  --  . 

{  We°quote'you"  1  }  as  above  noted'tt  Per  locomotive  for 
order  of  FOUR  locomotives,  code  word  *  --  ,  gauge  of 
track  as  per  code  word  *  --  . 


as  above  noted'tt 


locomotive  for 


order  of  f 


locomotives,  code  word  *  --  ,  gauge  of 
track  as  per  code  word  *  --  . 
Quote  us  by  mail  with  earliest  completion,  with  details, 
delivery  on  car  (or  on  track  if  shipped  on  own  wheels)  , 
set  up  in  usual  shipping  order  with  small  parts  liable 
to  injury  or  loss  boxed  separately,  including  cost  of 
delivery  at  ff  ---  ,  for  ONE  locomotive  designated  by 
code  word  *  --  .  gauge  of  track  as  per  code  word 

Quote  us  as  above  noted,  ff  per  locomotive  for  order  of 

TWO  locomotives,  code  word  *  --  ,  gauge  of  track  as 

per  code  word  *  --  . 
Quote  us  as  above  noted,  ff  per  locomotive  for  order  of 

THREE  locomotives,  code  word  *  --  ,  gauge  of  track 

as  per  code  word  *  --  . 
Quote  us  as  above  noted,  ff  per  locomotive  for  order  of 

FOUR  locomotives,  code  word  *  --  ,  gauge  of  track  as 

per  code  word  *  --  . 


*  Code  word  for  locomotive  should  be  given,  and  if  quotations  are  desired  for  several 
styles  or  sizes  code  word  of  each  should  be  stated.  The  code  word  for  gauge  of  track  should 
follow  code  word  of  engine,  if  practicable  to  give  it.  It  is  desirable  also  to  add  code  words 
for  fuel  and  other  features  which  affect  the  details  of  construction. 

t  Number  required  to  be  stated,  or  left  unfilled  if  number  is  not  decided  upon. 

tt  Name  of  point  of  delivery  desired  should  follow  code  word  of  message  and  precede 
cods  word  for  size  and  design  of  locomotive. 


214 


H      K      PORTER     COMPANY 


Questions,  Quotations,  and  Orders — Continued 


Code  Word 


MESSAGE 


TETRAZ. 


TETRYL. 


TEXTOS. 


THABIT. 


TETTIN. 


TEUCRO. 


TEUFEL. 


TEURGO.  . 


TEVENS. 


Quote  us  as  above  noted,  ft  Per  locomotive  for  order  of 

T —    -  locomotives,  code  word  * ,  gauge  of  track 

as  per  code  word  * . 

/  Quote  us  by  wire,  stating  earliest  completion  \ 

1  We  quote  you j  c< 

ing  by  mail  with  details,  for  export,  including  taking 
apart,  protecting  from  rust,  securely  boxing  and  pack- 
ing; with  proper  shipping  and  rotation  marks,  weights 
and  dimensions  marked  in  indelible  ink;  list  with  con- 
tents furnished;  delivered  to  vessel's  tackle  in  New 
York  harbor  lighterage  limits;  ONE  locomotive  desig- 
nated bv  code  word  * ,  gauge  of  track  as  per  code 


word  *- 


/  Quote  us \ 

\  We  quote  you..  /  as 

order  of  TWO  locomotives, 
track  as  per  code  word  *- 


noted,    per 
code  word  * 


locomotive  for 
,  gauge  of 


Quote  us. . 


We  quote  you.  .  / 


as  above    noted,   per   locomotive   for 


order  of  THREE  locomotives,  code  word 
of  track  as  per  code  word  * •. 


gauge 


as   above   noted,    per 


/  Quote  us  .......  \ 

\  We  quote  you  .  .  / 

order  of  FOUR  locomotives,  code  word  * 
track  as  per  code  word  *  --  . 


locomotive   for 
,  gauge  of 


order  of  t 


/  as   above   noted,    per   locomotive   for 

locomotives,  code  word  * ,  gauge  of 

track  as  per  code  word  * . 

Quote  us  by  mail  with  earliest  completion,  with  details  for 
export,  including  taking  apart,  protecting  from  rust, 
securely  boxing  and  packing;  with  proper  shipping 
and  rotation  marks,  weights  and  dimensions  marked 
in  indelible  ink;  list  with  contents  furnished;  delivered 
to  vessel's  tackle  in  New  York  harbor  lighterage  limits; 

ONE  locomotive  designated  by  code  word  * ,  gauge 

of  track  as  per  code  word  * . 

Quote  us  as  above  noted,  per  locomotive  for  order  of  TWO 

locomotives,  code  word  * ,  gauge  of  track  as  per 

code  word  * — — — . 

Quote  us  as  above  noted,  per  locomotive  for  order  of  THREE 

locomotives,  code  word  * .  gauge  of  track  as  per 

code  word  * — • — . 


*Code  word  for  locomotives  should  be  given,  and  if  quotations  are  desired  for  several 
styles  or  sizes  code  word  of  each  should  be  stated.  The  code  word  for  gauge  of  track  should 
follow  code  word  of  engine,  if  practicable  to  give  it.  It  is  desirable  also  to  add  code  words 
for  fuel  and  other  features  which  affect  the  details  of  construction. 

t  Xumber  required  to  be  stated,  or  left  unfilled  if  number  is  not  decided  upon. 

tt  Xame  of  point  of  delivery  desired  should  follow  code  word  of  message  and  precede 
code  word  for  size  and  design  of  locomotive. 


PITTSBURGH      PA 


215 


Questions,  Quotations,  and  Orders — Continued 


Code  Word 
THALNA.  . 


MESSAGE 


THAMAH. 


THAMER  .. 


T1/AM1G 


THAMMO. 


THASSI. 


THATEN. 


THEBAE. 


THEBEO.  .. 

THECAL.  .  . 
THEMES... 
THEOPE.  .  . 

THEORY.  . . 
THERMAL. 
THERM EN. 
THESOA.  . 


Quote  us  as  above  noted,  per  locomotive  for  order  of  FOUR 
locomotives,  code  word  *  --  ,  gauge  of  track  as  per 
code  word  *  ---  . 

Quote  us  as  above  noted,  per  locomotive  for  order  of  f  — 
locomotives,   code  word  *  --  ,  gauge  of  track  as  per 
code  word  *  --  . 

{  Quote  us  by  wire,  stating  earliest  completion  \ 
1  We  quote  you  ..........  ..................  /  C( 

ing  by  mail  with  details,  including  taking  apart,  pro- 
tecting from  rust,   securely  boxing  and   packing  for 
ocean  shipment;  with  proper  shipping  and  rotation 
marks,    weights    and    dimensions;    list    with    contents 
furnished;  delivered  on  car  at  Pittsburgh. 
/  Quote  us  by  wire,  stating  earliest  completion  ] 
I  We  quote  you  ..........  '  ..................  /  conhrm- 

ing  by  mail,  with  details,  including  taking  apart,  pro- 
tecting from  rust,  securely  boxing  and  packing  for 
ocean  shipment;  with  proper  shipping  and  rotation 
marks,  weights  and  dimensions;  list  with  contents 
furnished;  delivered  at  -  —  . 

}  W  t  .......    I  additional   amount   to   cover   cost   of 

freight  and  insurance  by  steam  vessel  to  fy  --  . 

I  Uu°te.  •  .......  1  additional    amount   to   cover   cost   of 

[_  We  quote  you  .  .  J 

freight  and  insurance  by  sailing  vessel  to  ft  ----  • 

in   Price  freiSht   and  insur- 


ance by  steam  vessel  to  ff  --  • 

{  We°quote'you:;  }  Deluding  in  price  freight  and  insur- 
ance by  sailing  vessel  to  ft  --  . 


by  mail,  lowest  price  of 

locomotive  duplicate  of  locomotive  last  furnished. 
Quote  us  promptly  by  mail  lowest  price  of  locomotive  du- 

plicate of  locomotive  last  furnished. 
Quotation  accompanied  with  full  specifications  and  photo- 

graph or  blue  print. 
Quotation  accompanied  with  memorandum   of  actual  or 

estimated  dimensions,  and  weights  of  boxes  and  pack- 

ages for  export  shipment. 
Quotation   accompanied  with  list   of  spare   parts  recom- 

mended, and  cost  of  same. 
Quotation  per  locomotive  including  special  items  usually 

rated  as  extras,  as  follows:  --  . 
Quotation  per  locomotive  not  including  items  as  follows, 

—  ,  which  may  be  furnished  at  additional  cost. 
Quotation    accompanied    with    full    specifications,    photo- 

graph or  blue  print  of  locomotive,  memorandum  of 

weights  and   dimensions  of  boxes  and   packages   for 

export  shipment,  and  list  of  spare  parts  recommended, 

and   cost  of  same 


*Code  word  for  locomotive  should  be  given,  and  if  quotations  are  desired  for  severa 
styles  or  sixes  code  word  of  each  should  be  stated.  The  code  word  for  gauge  of  track  should 
follow  code  word  of  engine,  if  practicable  to  give  it.  It  is  desirable  also  to  add  code  words  for 
fuel  and  other  features  which  affect  the  details  of  construction. 

t  Number  required  to  be  stated,  or  left  unfilled  if  number  is  not  decided  upon. 

ttName  of  point  of  delivery  desired  should  follow  code  word  of  message  and  precede 
code  word  for  si/-."  and  design  of  locomotive. 


216  H      K      PORTER      COMPANY 


Questions,  Quotations,  and   Orders — Continued 


Code  Word  MESSAGE 

THIASO  .......     What  locomotives  have  you  on  hand  30  inches  gauge  of 

track? 
THINLY  ......     What  locomotives  have  you  on  hand  36  inches  gauge  of 

track? 
THIRST  .......     What  locomotives  have  you  on  hand  39%  inches  gauge  of 

track  ? 
THISOA  .......     What  locomotives  have  you  on  hand  56^  inches  gauge  of 

track? 
THOASA  ......     What  locomotives  have  you  on  hand  gauge  of  track  as  per 

code  word  ft  --  ? 
THORAX  ......     What  locomotives  have  you  on  hand  gauge  of  track  in 

inches  *  --  ? 
THOREN  ......     What  locomotives  have  you  on  hand  gauge  of  track  24  to 

36  inches? 
THRENO  ......     What  locomotives  have  you  on  hand  gauge  of  track  36  to 

42  inches? 
THRICE  .......     What  locomotives  have  you  on  hand  gauge  of  track  36  to 

inches? 


THRUSH  ......      (  WeVhav°U  1  on  hand  3°  inches  SauSe  locomotive(s),  code 

word    --  • 


THUABA  ......      |  waVka^°U  ]  on  hand  36  inches  gauge  locomotive(s),  code 

word  f  --  . 


THUBAN    .....  ehave]on  hand   56^   inches  gauge  ]°comotive(s), 

code  word  f  --  • 


THYMEA  ......         Wehave       on  hand   36   or    56^   gauge  locomotive(s), 

code  word  f  -  . 
THYMOL  ......     Locomotive(s)  to  be  completed  at  factory  within  10  days 

of  receipt  of  order,  ftt 
THYRSE  ......     Locomotive  (s)  to  be  completed  at  factory  within  15  days 

of  receipt  of  order,  fft 
TIALCO  .......     Locomotive  (s)  to  be  completed  at  factory  within  20  days 

of  receipt  of  order,  fff 
TIBIOS  ........     Locomotive(s)  to  be  completed  at  factory  within  25  days 

of  receipt  of  order,  fff 
TIBIZO  .......     Locomotive(s)  to  be  completed  at  factory  within  30  days 

of  receipt  of  order,  fff 

*  Any  code  designated  on  page  204  may  be  used  to  express  figures. 
f  See  code  words  designating  each  locomotive,  pages  19  to  139. 
tt  See  code  words  for  various  gauges,  page  211. 

ttt  If  two  code  words  are  used  they  are  to  be  understood  as  if  connected  by  the  word  to— 
i.  <?.,  TIERRA  TIESOS  signifies  90  days  to  four  months.  The  expression  "receipt  of  order" 
covers  receipt  of  instructions  as  to  gauge,  couplings,  and  fuel,  and  as  to  any  special  features  of 
construction  which  must  necessarily  be  understood  clearly  before  work  can  be  commenced. 
For  export  locomotives  10  to  15  days'  additional  time  is  required  for  taking  apart  and  boxing 
and  for  transit  to  vessel  in  New  York  harbor. 


PITTSBURGH      PA 


217 


Questions,  Quotations,  and  Orders — Continued 


Code  Word 


MESSAGE 


TICIDA Locomotive(s)  to  be  completed  at  factory  within  40  days 

of  receipt  of  order,  ff 

TIDBIT Locomotive(s)  to  be  completed  at  factory  within  50  days 

of  receipt  of  order,  ff 

TIDILY Locomotive(s)  to  be  completed  at  factory  within  60  days 

of  receipt  of  order,  ff 

TIERCE Locomotive(s)  to  be  completed  at  factory  within  70  days 

of  receipt  of  order,  ff 

TIERNO Locomotive(s)  to  be  completed  at  factory  within  80  days 

of  receipt  of  order,  ft 

TIERRA Locomotive(s)  to  be  completed  at  factory  within  90  days 

of  receipt  of  order,  ff 

TIERCON Locomotive(s)  to  be  completed  at  factory  within  100  days 

of  receipt  of  order,  ff 

TIERSAN Locomotive(s)  to  be  completed  at  factory  within  no  days 

of  receipt  of  order,  ff 

TIERTU Locomotive(s)   to  be  completed  at  factory  within  f— 

days  of  receipt  of  order,  ff 

TIESOS Locomotive(s)  to  be  completed  at  factory  within  4  months 

of  receipt  of  order,  ff 

TIESURA Locomotive(s)  to  be  completed  at  factory  within  5  months 

of  receipt  of  order,  ff 

TIFACEAS.    .  .  .     Locomotive(s)    to  be  completed    at   factory   withinf  - 
months  of  receipt  of  order,  ff 

TIFATA Locomotive(s)  to  be  completed  at  factory  within  6  months 

of  receipt  of  order,  ff 

TIFFED Enter   our   order   on   terms   quoted   for   ONE    locomotive, 

designated  by  code  word  * . 

TIFICA Enter  our  order  on  terms  quoted   for  TWO  locomotives, 

designated  by  code  word  * . 

TIFONE Enter  our  order  on  terms  quoted  for  THREE  locomotives, 

designated  by  code  word  * . 

TIGELA Enter  our  order  on  terms  quoted  for  FOUR  locomotives, 

designated  by  code  word  * . 

TIGRIS Enter  our  order  on  terms  quoted  for  locomotives  desig- 
nated by  code  word  * ,    number  of  locomotives 

covered  bv  this  order  is  — 


*See  code  words  designating  each  locomotive,  pages  19  to  139.  (Unless  already  advised, 
or  sent  by  mail,  code  words  should  be  added  for  gauge  of  track,  fuel,  height  of  drawbar,  and 
lettering,  to  facilitate  quick  completion.) 

t  Any  code  designated    on    page  204  may  be  used  to  express  figures. 

tt  If  two  code  words  are  used  they  are  to  be  understood  as  if  connected  by  the  word  to 
— i.e.,  TIERRA  TIESOS  signifies  90  days  to  four  months.  The  expression  "receipt  of  order" 
covers  receipt  of  instructions  as  to  gauge,  couplings,  and  fuel,  and  as  to  any  special  features 
of  construction  which  must  necessarily  be  understood  clearly  before  work  can  be  commenced. 
For  export  locomotives  10  to  15  days'  additional  time  is  required  for  taking  apart  and  boxing 
and  for  transit  to  vessel  in  New  York  harbor. 


218 


H      K     PORTER     COMPANY 


Service  Requirements  and  Conditions 


Code  Word 


MESSAGE 


TIJOLO Radius  of  sharpest  curve  is    20  feet. 

TIKOOL 20  to     25  feet. 

TIKVAH 25  to    30     " 

TILGEN 30  to    40     " 

TILLAC 40  to     50     " 

TILODE 50  to    60     " 

TILOMO 60  to    75     " 

TIMBRE 75  to  100     " 

TIMEAS TOO  to  125     " 

TIMMEN 125  to  150     " 

TIMUCU "                                            150  to  200     " 

TINACO "                         200  to  300     " 

TINAGE 300  to  500     " 

TINAIS over  500. 

TINKLE Steepest  grade  does  not  exceed     ^2  of  i  per  cent. 

TINOTE "                                           "       i       percent. 

TINSEL "                                           "       i^ 

TIPITI "                                          "2 

TIPTOE "                                                  2^ 

TIPULA "       3 

TIRAPE "                                          "       3^ 

TIRCIS "       4 

TIRRIA "       4^ 

TIRYNS "       5 

TIRZAH "       6 

TISANE "7 

TISARD "                                          "8 

TISICO "       9 

TISSUS "     10 

TISTRE Length  of  grade  not  more  than      100  feet. 

TITULO 200     " 

TITYOS 500     " 

TIZNAR "            1,000     " 

TIZONA 2,000     " 

TO  AN  AH Length  of  grade  not   determined,   but   probably  not  over 

500  ft. 

TOBAJA Length  of  grade  in  feet  * . 

TOBBEN Length  of  grade  in  miles  * . 

TOCADO Ruling  grades  are  in  favor  of  loaded  trains. 

TOCAGE Ruling  grades  are  against  loaded  trains. 


*  Any  code  designated  on  page  204  may  be  used  to  express  figures. 


PITTSBURGH      PA 


219 


Service  Requirements  and  Conditions — Continued 


Code  Word 

MESSAGE 

TODDLE  Length 
TODTES 

of  railroad  does  not  exceed     i       mile. 
1^2  miles. 

2 

5 

10 

1.5 

20 

TOEHEK.  . 

TOENEN  
TOESAS  

TOFORE  
TOGATA  

TOGGEL  
TOLANE                 Length 

TOLOSA  '   Length 

of  railroad. 

TOLTEC  Weight 
TOLUOL  Approx 

imate  weight  of  rail  per  yard  is  16  pounds. 

20 

25 
30 
not  less  than  35  Ib. 
40   " 

45    " 

"      60   " 

TOMAUN  
TOMONE  
TONLOS  
TONOUS  
TOPAIS  

TOPCHI  
TOPFUL  
TOPHIN  

TOPICA 

TOPMAN.  . .  . 

TORADA.  ... 
TORBOK. 


NOTE. — For  comparison  of  weights  in  pounds  per  yard 
and  kilograms  per  metre  see  page  194. 

Speed  in  miles  per  hour  * . 

Total  weight  of  freight  to  be  carried  one  way  per  day  of  10 

hours,  in  tons  of  2,000  pounds  *- . 

Weight  of  cars  and  lading  to  be  hauled  at  one  time  up 

grade,  in  tons  of  2,000  pounds  * . 

Weight  of  empty  train  to  be  hauled  up  grade  (cars  loaded 

only   when   coming   down   grade),    in   tons   of   2,000 

pounds  * . 


Tank 


TOTUMA 

TOUFAN 

TOUFFU 

TOUTOU 

TOZUDA 

TRABEO.  . 


Saddle-tank  over  boiler. 

Side  tanks,  one  each  side  of  boiler. 

Side  tanks,  one  each  side  at  rear  end  of  locomotive. 

Rear  tank. 

Tank  on  4-wheel  tender. 

Tank  on  6-wheel  tender. 

(Continued  on  next  page.) 


*Any  code  designated  on  page  204  may  be  used  to  express  figures. 


220 


H      K      PORTER      COMPANY 


Tank — Continued 


Code  Word 


MESSAGE 


TRAHIR Tank  on  8-wheel  tender. 

TRAHOB j  Tender  with  sloped  style  of  tank. 

TRAJAR Locomotive  to  have  both  saddle  and  rear  tanks. 

TRAJET Locomotive  to  have  both  side  tanks  and  rear  tank. 

TRAPEZ Locomotive  to  have  both  saddle-tank  and  tender-tank. 

TRASHY Capacity  of  tank  to  be  * gallons  of  231   cubic  inches. 

TRASPE j  Capacity  of  tank  to  be  increased     50  gallons. 

TRASTO '  TOO 

TRAUFE 150 

TREBAC 200 

TREBOL j  250         " 

TRECHO 300 


Tractive  Force 


TRECIN 


TRECOV .  .  . 
TRECUS  .  . 


Tractive  force   (as  per  formula  on  page    140)    in  pounds 
Tractive  force  to  be  increased  *- 


—  pounds. 
Tractive  force  to  be  decreased  * —  -  pounds. 


Weight 


TREFLE (What  is)  Limit  of  weight  per  axle  in  pounds  * — 

TREGOA (What  is)  Limit  of  weight  per  axle  in  kilograms  * . 

TREKOS (What  is)  Total  weight  of  locomotive  in  full  working  order 

—  pounds. 
TREPPE (What  is)  Total  weight  of  locomotive  in  full  working  order 

* kilograms. 

TRESCATA (What  is)  Weight  on  driving  wheels  in  full  working  order 

* pounds. 

TRESLER (What  is)  Weight  on  driving  wheels  in  full  working  order 

* —  —  kilograms. 
TRESNAN (What   is)    Weight   on   locomotive   truck   in   full   working 

order  * —  —  pounds. 
TRESOR (What   is)    Weight   on  locomotive   truck   in   full    working 

order  * kilograms. 

TRESSES (What  is)   Weight  of  tender  in  full  working  order  *— 

pounds. 
TRETEAU (What  is)   Weight  of  tender  in  full  working  order  * — 

kilograms. 
TRETEN (What  is)  Weight  of  one  locomotive  set  up  on  car,  without 

fuel  or  water,  in  shipping  order,  in  pounds  * . 

TRICHE (What  is)  Weight  of  one  locomotive  and  tender  set  up  on 

car(s),   without   fuel  or  water,   in  shipping  order,   in 

pounds  * . 


*Any  code  designated  on  page  204  may  be  used  to  express  figures. 


PITTSBURGH      PA 


221 


Weight —  Continued 


Code  Word 


MESSAGE 


TRICON.  ..  . 
TRIEGE.... 
TRIFUX  .  . 

TRIGAR.  .  . 
TRIGGER.  . 


TRILHO. 
TRTNCO. 


( \\'hat  is)  Estimated  weight  of  one  locomotive  (including 
tender,  if  any)  taken  apart  and  boxed  for  vessel  ship- 
ment, in  pounds  * -. 

(What  is)  Estimated  eubic  tonnage  (including  tender,  if 
any)  of  one  locomotive  taken  apart  and  boxed  for 
vessel  shipment,  in  tons  of  40  cubic  feet  * . 

(What  is)  Estimated  cubic  feet  (including  tender,  if  any) 
of  one  locomotive  taken  apart  and  boxed  for  vessel 
shipment  * . 

(What  is)  Estimated  total  tonnage  (including  tender,  if 
any)  of  one  locomotive  taken  apart  and  boxed  for 
vessel  shipment,  reckoning  on  basis  of  vessel's  option 
of  calculating  2,000  pounds  weight  or  40  cubic  feet 
measurement  per  ton  on  each  separate  piece,  in  tons 

(What  is)  Estimated  total  tonnage  (including  tender,  it 
any)  of  one  locomotive  taken  apart  and  boxed  for 
vessel  shipment,  reckoning  on  basis  of  vessel's  option 
of  calculating  2,240  pounds  weight  or  40  cubic  feet 
measurement  per  ton  on  each  separate  piece,  in  tons 
* . 

(What  is)  Weight  of  heaviest  single  piece  in  pounds  * — 
(What  is)  Cubic  feet  measurement  of  bulkiest  single  piece 


Wheels 


TROUXA |  Diameter  (outside)  of  driving  wheels  measured  in  inches 

TROVAO Diameter  of  driving  wheels  to  be  increased  by  * inches. 

TROYANA.   .  .  .  Diameter  of  driving  wheels  to  be  decreased  by  * —  —  inches. 

TROZOS Driving  wheels  cast-iron  centers  with  steel  tires. 

TRUAND Driving  wheels  solid  cast  iron  with  chilled  flange  and  tread. 

TRUFAR Driving  wheels  extra-wide  tread. 

TRUISM Driving  wheels  steel  centers  with  steel  tires. 

TRUJAL Engine  truck  wheels  cast-iron  centers  with  steel  tires. 

TRULLA Engine  truck  wheels  steel  centers  with  steel  tires. 

TRUMPF Engine  truck  wheels  solid  cast  iron  with  chilled  flange  and 

tread. 

TRUNFO Tender  wheels  cast-iron  centers  with  steel  tires. 

TRUPPA Tender  wheels  steel  centers  with  steel  tires. 

TRUWOR Tender  wheels  solid  cast  iron  with  chilled  flange  and  tread. 

TRYGOX Cast-iron  centers  and  steel  tires  for  all  wheels. 

TRYLLE Steel  centers  and  steel  tires  for  all  wheels. 

TUBFUL Shallow  flange  for  flat  street  rail. 


*Any  code  designated  on  page     04  may  be  used  to  express  figures. 


222  HKPORTERCOMPANY 


INDEX 


PAGE 

Animal  Haulage,  Cost  of  Operating 184 

Cable  Correspondence  Code 204 

Cable  Address  and  Codes  Used 3 

Cars,  Weights  and  Capacities 189,  190 

Classification  of  Locomotives 16 

Compressed- Air  Haulage,  Industrial,  Underground  (Advt.) 2 

Conditions  of  Service 17 

Cost  of  Operating  Animals  and  Locomotives 184 

Cost  of  Railroads  per  Mile 1 86 

Crossties  per  Mile 193 

Curves 173,  181 

Compensation  for,  on  Grade 178 

Degrees  of  Curvature 173, 174 

Elevation  of  Outer  Rail 180 

Gauge  Widened  on 1 78 

Laying  Out 176 

Measurement  of 175 

Resistance  of 177 

Table  of  Degrees  and  Feet  Radius 174 

Cylindrical  Tanks,  Contents  of 200 

Duplicate  System 7 

Elevation  of  Outer  Rail  on  Curves 180 

Friction,  Resistance  and  Test  of I52>153 

Fuel,  Smoke-Stacks  for  Different  Kinds 11,12 

Gauge  of  Track 179 

Stated  in  Inches  and  Millimetres .     197 

Wheel  Clearance  for 179 

Widened  on  Curves : 178 

Gauges  for  WTire  and  Plates,  Inches  and  Metric 201 

Grades 1 70- 1 72 

Hauling  Capacity  on 152-169 

Measurement  of 171 

Resistance  of 152 

Table  of 172 

Guaranty  of  Our  Locomotives 6 

Hauling  Capacity  and  Rule  for  Calculation 1 52 

Influenced  by  Speed 182 

Tables,  Various  Weights  Locomotives  on  Grades  at  Different  Fric- 

tional  Resistances 158-169 

Tables  of  Percentages 1 56, 1 57 

Table  of  Times  Its  Weight  Locomotive  Can  Haul    158 

Historic  Data 5-8 

Horsepower  of  Locomotives 203 

Locomotives,  Classification  of 16 

Cost  of  Operating 184 

Horsepower  of 203 

Repairing  of 8 

Repair  Parts  for 7 

Second-Hand 7 

Selection  of 17 

Specifications  of 10 

Tables  of  Tractive  Force  of 142-1 5 1 

Locomotives,  "American"  Design 18 

"Back-Truck"  Designs,  Four  Driving  Wheels  50,  58,60, 90,96, 124, 126, 128 
Six  Driving  Wheels 52,  62,  94,  100,  132,  134 


PITTSBURGH      PA  223 


INDEX— Continued 

Locomotives — Continued  PA  GE 

For  Coke-Oven  Service 80 

Consolidation  Design 30 

For  Contractors'  Service. 64,  66,68,70,72,76,86,88,  no,  112, 114,  116,118,120 

"  Double-Ender  "  Designs 42,  44,  136,  138 

Eight-Driving-Wheel  Designs 30,  40,  74,  122 

"Eight- Wheel-Passenger"  Design 18 

For  Export g 

"Forney"  Designs 44,  48,  54,  56,  92,  98 

For  Freight  Servicej  ;  ^  g  £  $  %  %  %*£»•$ 

For  Furnace  Service 64,  66,  68,  82,  84 

For  Industrial  and  Special  Service: 

Four- Wheel -Connected  .  .32,  34,  64,  66,  68,  76,  78,  86,  no,  112,  114,  116 

Six- Wheel -Connected 36,  38,  70,  72,  88,  11 8,  120 

Back-Truck 50,  52,  54,  56,  58,  60,  62 

For  Logging  Service: 

Saddle-Tank  Designs 54,  56,  58,  60,  90,  62-76,  86,  88,  98,  100 

Separate  Tender  Designs 26,  28,  30,  36,  38,  40 

For  Mine  Service,  Steam 106,  108 

Mogul  Design 26, 28 

Motors  for  Steam  Street  Railways 102,  104 

For  Passenger  Service: 

With  Separate  Tender 1 8,  20,  22,  24 

Saddle  or  Side  Tanks 42,  54,  124,  126,  136 

Rear  Tanks 46,  50 

For  Plantation  Service: 

With  Wooden  Cab  with  Tender    .  26,  28,  30,  32,  34,  36,  38,  40 

"  "     without  Tender.  46-74,110,112,118,120,124,12,132,134 

"      Open  Canopy      "  "      76,  86-100,  114,  1168,128,  130 

For  Shifting  Service.  32,  34,36,38,40,64,66,68,70,72,74,  no,  1 12  1 16,120, 122 

For  Steel-Works  Service 82,  84 

Logs  and  Lumber,  Weight  of 192 

Materials,  Physical  Tests  of 13 

Measures  and  Weights,  American  and  Metric 195,196 

Miscellaneous  Items  of  Information 189 

Pipes,  Cubic  Contents  of 200 

WTeight  and  Contents 199 

Pressures,  Atmospheric 199 

Metric  and  Pounds 198 

Rails 1 86 

Tons  per  Mile 193 

Weights  of,  American  and  Metric 194 

Weight  per  Yard  for  Any  Locomotive 192 

Repair  Parts  for  Locomotives 7 

Resistances  of  Gravity  and  Friction 152,  182 

of  Curves 177 

Revolutions  of  Driving  Wheels 201,  202 

Specifications  of  Locomotives,  Standard 10 

Speed 182 

On  Curves 180 

Resistance  of 182 

And  Wheel  Revolutions 202 

Per  Hour,  Miles  and  Kilometres 196 

Spikes,  per  Mile 193 

Splice-Joints,  per  Mile 193 

Stacks,  Different  Kinds 11,12 

Stock  Locomotives  Kept  on  Hand 7 

Tables,  Contents  of  Pipes  and  Tanks 199,  200 

Curves,  Degrees,  and  Feet  Radius 174 


224  HK      PORTER      COMPANY 


INDEX— Continued 

Tables —  Con  tin  lied  PAGE 

Curve  Deflections 177 

Curves,  Elevation  of  Rail  on 181 

Crossties   per  Mile    193 

Distances,  American  and  Metric 196 

Grades 1 72 

Hauling  Capacity 162-169 

Hauling  Capacity  Percentages 155-157 

Hauling  Capacities  in  Times  Engine's  Weight 158 

Measurements,       American  and  Metric 197,  195-199 

Pressures, 198 

Speeds  per  Hour,  196 

Thickness,  "     201 

Tractive  Force U3-I5I 

Weights  of  Cars  and  Loads 190,  191 

"  Logs  and  Lumber 192 

"  Rails,     per  Mile 192,  193 

"  Spikes,  193 

"  Splice-Joints 193,  194 

Telegraph  Correspondence  Code 204-221 

Tractive  Force,  Formula  for 140 

Tables  of 143-151 

Underground  Haulage  (See  Advt.  page  2)    106,  108 

Weights  and  Capacities  of  Cars 190,  191 

of  Logs  and  Lumber 192 

American  and  Metric 196,  194 

Miscellaneous 189 

of  Pipe 199 

of  Rail,  per  Mile 192,  193 

of  Railroad  Spikes 193 

of  Splice-Joints 193,  194 

Wheel  Revolutions,  per  Minute 202 

'    Mile 201 

"       Section  of  Flange  and  Tread 179 


1908 


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Chicago  and  New  York 


'  California  Library 

or  to  the 


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Richmond,  CA  94804-4698 


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